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NORTH SOUTH BYPASS TUNNEL PROJECT

CONSTRUCTION ENVIRONMENTAL MANAGEMENT PLAN

APRIL 2007

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TABLE OF CONTENTS

PREAMBLE 4

GLOSSARY 7

DEFINED TERMS 9

INTRODUCTION 10

1. TRANSPORT 16

2. SOIL 20

3. WATER CONTROL 27

4. AIR QUALITY 32

5. NOISE 39

6. VIBRATION 53

7. FLORA AND FAUNA 64

8. CULTURAL HERITAGE 67

9. URBAN DESIGN 69

10. WASTE MANAGEMENT 70

11. RISK MANAGEMENT 74

12. CONSULTATION 82

13. REVIEW 88

Appendix 1 – Traffic Management Plan

Appendix 2 – Soil Erosion and Sedimentation Managem ent Plans

Appendix 3 – Settlement Prediction and Monitoring

Appendix 4 – Acid Sulphate Soils Management Plan

Appendix 5 – Tunnel Alignment & Construction Method

Appendix 6 – Monitoring Locations for Dust, Noise a nd Water

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Appendix 7 – Noise Assessment

Appendix 8 – Location of Piling

Appendix 9 – Staging Plan for Shafston Avenue Surfa ce Works

Appendix 10 – Vibration Assessment

Appendix 11 – Heritage Properties

Appendix 12 – Urban Regeneration Plan

Appendix 13 – Emergency Procedures

Appendix 14 – Monthly Report Format

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PREAMBLE

The North-South Bypass Tunnel (“NSBT”) is a major infrastructure initiative which the Brisbane City Council (“BCC”) has arranged to be carried out by the private sector and which includes:

� financing the NSBT;

� designing and constructing the NSBT;

� operating and maintaining the NSBT for a concession period of 45 years; and

� the transfer of the NSBT to BCC at the end of the concession period.

The NSBT will provide a modern high standard road infrastructure facility which is funded by a toll levied on its users. The facility comprises dual twin-lane road tunnels, each approximately 4.7 kms in length, to carry north-south traffic around the Brisbane CBD between Bowen Hills and Woolloongabba. It will link the Inner City Bypass (“ICB”) and Lutwyche Road in the north with Ipswich Road and the South East Freeway in the south, and will incorporate a link at Shafston Avenue to enable use by eastern suburbs traffic.

Key construction features of the NSBT include:

� two separate parallel North-South tunnels;

� connections into the existing road network at Bowen Hills, Kangaroo Point and Woolloongabba;

� in-tunnel safety systems including, emergency exits, fire protection and suppression systems, monitoring and communication systems;

� ventilation system including two ventilation outlets;

� fully electronic tolling system; and

� urban regeneration works.

Multiple worksites will be established along the route and a peak of 1,200 to 1,500 people will work on the NSBT. Due to local geology - in particular the hard Brisbane ”Tuff” rock - a combination of driven tunnel excavation methods will be utilised, including tunnel boring machines (“TBMs”), roadheaders, and drill and blast methods. The tunnelling machinery will be either driven through the rock face or lowered down excavated shafts. These shafts will be enclosed in acoustically lined sheds to contain noise and dust impacts.

The cut-and-cover tunnel construction method will be used in locations unsuitable for driven tunnel excavation (e.g. in locations where the tunnel alignment is close to ground level). Underground structures will provide a transition between the underground driven tunnel and surface works. In addition, a number of structures will be built on the surface including two ventilation stations and outlets, pedestrian bridges and overpasses.

Construction commenced in August 2006 and opening is targeted to take place in December 2009.

The NSBT forms part of the State government/BCC strategic metropolitan transport planning aimed to improve access to employment and other opportunities (by private and public transport), to improve the efficiency of freight movement and commercial travel, and support economic development in Brisbane.

The primary objective of the NSBT is to ease the current traffic congestion in the inner city, including the CBD and Fortitude Valley, by providing a high quality alternative route to bypass the CBD and delivering the following specific substantive benefits to the public:

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� a new river crossing;

� more direct trips, reducing fuel consumption and vehicle emissions;

� less traffic congestion in the CBD and on other inner-city local streets;

� freed road space along the alignment;

� improved connections to existing major road networks including the Pacific Motorway and the ICB; and

� urban renewal opportunities, including cycle ways and pedestrian connections, for inner-city areas such as Woolloongabba, Kangaroo Point, Fortitude Valley and Bowen Hills.

BCC has adopted the public private partnership method of delivery and has entered into an arrangement with RiverCity Motorway (“RCM”) under which RCM is required to finance, design, construct, operate and maintain the NSBT over a period of 45 years and then hand back the facility to BCC. RCM has in turn separately contracted with the Leighton Contractors and Baulderstone Hornibrook Bilfinger Berger Joint Venture (“LBB”) to deliver most of its obligation for the construction of the NSBT.

The NSBT is a Significant Project under the State Development and Public Works Organisation Act 1971 (“SDPWOA”). In accordance with the SDPWOA an Environmental Impact Statement (“EIS”) was prepared by BCC as the proponent which has been assessed by the Coordinator-General (“COG”). In August 2005 the COG issued the Coordinator-General’s Report (“COG’s Report”) on the EIS and recommended that the NSBT proceed subject to a range of conditions.

Subsequent to the COG’s Report, BCC as the proponent submitted a request for Project Change in May 2006. Following consideration of the request and evaluation of the environmental effects of the proposed changes, the COG issued the Coordinator-General’s Change Report (“COG’s Change Report”) in July 2006 concluding “that the proposed changes to the project are, on the whole, beneficial and seek to minimise impacts through enhancements to the project design, construction methodology and/or post construction and operational management initiatives” (page 18).

The COG has specified that the key management tool for dealing with the environmental impacts of the NSBT is a series of construction and operation environmental management plans developed by the construction contractor (i.e. LBB) and the tunnel operator (i.e. RCM).

The purpose of the environmental management plans is to ensure that action in relation to the management of environmental impact is taken in a timely and effective manner. The COG has established a framework for the environmental management plans based on:

� regulatory requirements;

� recommendations made in the EIS;

� good practice environmental management; and

� the general content requirements of ISO 14001.

This document represents the Construction Environmental Management Plan (“Construction EMP”) prepared by LBB in accordance with the conditions imposed by the COG under the SDPWOA. RCM will arrange for the Operations Environmental Management Plan to be prepared prior to the use of the tunnel commencing.

The purpose of this Construction EMP is to manage environmental impacts associated with the design and construction of the NSBT. The Construction EMP has also been prepared to comply with the conditions imposed by the COG under the SDPWOA in relation to construction of the NSBT.

The following key stakeholders have been consulted regarding this Construction EMP while a number of other stakeholders (as identified in each Section of the EMP) have been consulted regarding specific sections or management plans.

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Organisation/stakeholder

Coordinator-General

Brisbane City Council

Environmental Protection Agency

Department of Natural Resources and Water

Department of Emergency Services

Department of Main Roads

Queensland Rail

Queensland Transport

Jagera Traditional Owners’ Association and Turrbul Association

Community Liaison Groups (“CLGs”) have also been established for the project and have been separately consulted in relation to the overall framework for the Construction EMP.

LBB will monitor and review the Construction EMP on an on-going basis in accordance with Section 13.0. The most current revision will issue in April 2007 and will incorporate the outcomes of the major review undertaken by LBB in February/March 2007 including consultation with key stakeholders and the CLG’s. The next major review of the Construction EMP is scheduled to be undertaken in the second half of 2007 when the effectiveness of the mitigation strategies can be reasonably assessed and the worksites have been fully developed.

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GLOSSARY

Acronym Description

ADR Australian Design Rules

ANZECC Australian and New Zealand Environment and Conservation Council

ASS Acid Sulphate Soils

BCC Brisbane City Council

CBD Central Business District

CCMP Communication and Consultation Management Plan

CLG Community Liaison Group

CLR Contaminated Land Register

CMS Construction Method Statement

COG Coordinator-General

CTMP Construction Traffic Management Plan

DMR Department of Main Roads

DNRW Department of Natural Resources and Water

DPIF Department of Primary Industries and Fisheries

EIS Environmental Impact Statement

EMP Environmental Management Plan

EMR Environmental Management Register

EPA Environmental Protection Agency

ICB Inner City Bypass

LAeq 15 The A weighted energy average noise level over a 15 minute period

LAmax The A weighted highest or maximum noise level over any particular measurement period

LA10 (15 min) The A weighted noise level exceeded 10% of the time over 15 minutes, sometimes referred to as the average maximum noise level.

LBB Leighton Contractors and Baulderstone Hornibrook Bilfinger Berger Joint Venture

NHMRC National Health and Medical Research Council

NSBT North-South Bypass Tunnel

PASS Potential Acid Sulphate Soils

PCP Process Control Plan

PM10 Particulate matter with a diameter of 10 microns or less

QASSIT Queensland Acid Sulphate Soils Investigation Team

QT Queensland Transport

RAP Remediation Action Plan

RCM RiverCity Motorway

RNA Royal National Association

SDPWOA State Development and Public Works Organisation Act 1971

SMP Site Management Plan

TBM Tunnel boring machine

TSP Total suspended particulates (airborne)

TSS Total suspended solids (waterborne)

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DEFINED TERMS

Defined Term Description

Standard Spoil Haulage Hours

means the standard operating hours during which spoil is collected and hauled from each of the Gibbon Street and Shafston Avenue worksites being from 6.30am to 6.30pm Mondays to Saturdays.

24/6 Spoil Hours means the standard operating hours during which spoil is collected and hauled from the O’Connell Terrace worksite being any time from 6.30am Monday to 6.30am Sunday.

Normal Surface Hours means for the construction works on or above the surface, the standard operating hours being from 6.30am to 6.30pm Mondays to Saturdays, except for special circumstances where it is necessary because of safety or traffic regulations to perform work outside of these days and hours.

Normal Underground Hours

means the standard operating hours for all underground operations being 24 hours each day 7 days each week.

Tunnel Enclosure Building

means a high performance acoustic structure enclosing each of the underground worksites at Gibbon Street, Shafston Avenue and O’Connell Terrace. The Tunnel Enclosure Buildings serve to primarily control noise and dust emissions

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INTRODUCTION

This Introduction describes how the COG requires the construction of the NSBT to be managed and how the LBB has structured this Construction EMP to ensure that all such requirements of the COG under the SDPWOA are complied with.

This Introduction also describes the overall environmental management framework which will be applied to the design and construction of the NSBT and how this Construction EMP relates to other environmental management measures.

Coordinator-General’s Requirements

Under the SDPWOA the COG through the COG’s Report and COG’s Change Report has imposed a range of requirements in relation to the Construction EMP to manage the construction of the NSBT.

This Construction EMP has been prepared in accordance with the conditions contained in schedule 3 of appendix 1 of the COG’s Report (and as amended by the COG’s Change Report). These conditions establish the general framework and specific requirements in relation to the Construction EMP.

Condition 2(a) of schedule 3 of the COG’s Report requires that comprehensive environmental management plans for construction be prepared and implemented (“the Construction EMP”). The following matters are addressed by this Construction EMP in accordance with condition 2(b) of schedule 3 of the COG’s Report:

� traffic and transport;

� topography, geology and soils;

� hydrogeology and groundwater quality;

� surface water quality;

� air quality;

� noise and vibration;

� flora and fauna;

� cultural heritage;

� social environment;

� urban design and visual;

� hazard and risk; and

� waste management.

In addition to identifying key issues to be addressed by the Construction EMP, the COG also established the following framework for the Construction EMP:

� Environmental objectives and performance criteria as set out in Schedule 6 (Construction Phase) of the COG’s Report;

� Sub-plans to be incorporated in the Construction EMP to address in detail specific environmental impacts of the construction works. These sub-plans include:

− soil erosion and sedimentation management plan for each worksite and for spoil placement areas;

− construction stormwater drainage and water quality management plan;

− construction dust and odour management plan;

− construction noise and vibration management plan;

− construction vehicle management plan;

− construction traffic management plan;

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− construction incident management response plan; and

− other management plans necessary to achieve the environmental objectives and performance criteria.

� The Construction EMP and sub-plans are required to be based on predictive studies which have regard to the scale, intensity, extent, location and duration of construction works and identify those substantive properties or assets potentially affected.

� Mitigation measures are to be designed in response to the predicted impacts, with detailed design measures to address localised impacts where necessary. Mitigation measures may include changes in work procedures and practices, physical interventions to separate or buffer places from predicted construction impacts or physical relocation of affected parties for agreed periods of time.

� Monitoring to identify the effectiveness of the mitigation measures, including a range of activities such as scientifically-conducted measurements of specified parameters, visual inspections, recordings of events and communications with affected property owners and occupants.

� Consultation procedures to meet the following requirements:

− consult with property owners and occupants in the corridor of construction influence, as well as the wider community, for the duration of construction;

− consult in advance of construction, and in some circumstances, commence consultation with the design of mitigation measures;

− consult with affected property owners and occupants with confidentiality where requested by the owners or occupiers of premises and at a level of detail sufficient to address specific construction impacts and mitigation requirements.

� Review of the monitoring findings in light of the construction outcomes to determine any need to update the Construction EMP from time to time.

� A formal process for receiving and dealing quickly with complaints about construction issues adopting a consultative and negotiated basis rather than an adversarial basis as a minimum including the following elements:

− a protocol establishing the responsibility for receiving and addressing complaints, and the means of notifying the community of this protocol (e.g. publication of a complaints telephone service, website advice, and address for notices and other correspondence);

− a database for tracking complaints and a means of reporting each complaint, such as a complaints register, including identification of the entity responsible for addressing the complaint, the time and date on which the complaint was addressed and closed out the matter in which the complaint was made, a brief summary of any action taken to address the complaint, and a notation as to the satisfaction or dissatisfaction of the complainant with the outcome;

− a process wherein, upon receipt of a complaint, an investigation commences forthwith into the cause of the complaint and any actions reasonably required to address the complaint. Feedback given to the complainant as soon as practicable about the action to be taken, and subsequently, the results of any action taken. Notify relevant authorities, if any, of such actions; and

− monthly reporting of complaints as part of an overall performance and compliance report prepared by the LBB, issued to BCC and posted on the NSBT website.

� A process for dealing with circumstances where thresholds are exceeded during critical construction activities inclusive of a mechanism for reporting, taking corrective action where required, and indicating responsibilities and timing for such action.

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� Reporting to the COG on a half yearly basis on compliance with the COG’s requirements, including non-conformance and complaints.

A series of further detailed requirements are contained in the COG’s Report and COG’s Change Report in relation to the Construction EMP.

Construction Environmental Management Plan

This Construction EMP has been prepared in accordance with the COG’s conditions. Each of the key matters identified by the COG has been addressed in the following sections of the Construction EMP:

� Section 1.0 Transport;

� Section 2.0 Soil;

� Section 3.0 Water Control;

� Section 4.0 Air Quality;

� Section 5.0 Noise;

� Section 6.0 Vibration;

� Section 7.0 Flora and Fauna;

� Section 8.0 Cultural Heritage;

� Section 9.0 Urban Design;

� Section 10.0 Waste Management; and

� Section 11.0 Risk Management.

Each of the above sections deals with the following issues in relation to the respective matter:

� environmental objectives and performance criteria;

� sub-plans;

� mitigation measures;

� monitoring;

� review; and

� non-conformance.

This Construction EMP concludes with the following sections which describe issues and processes which are generally applicable to matters addressed in the preceding sections. These are:

� Section 12.0 Consultation including complaints management; and

� Section 13.0 Review including reporting and management of non-conformance.

Consultation on the Construction EMP has been carried out in accordance with schedule 4 of the COG’s Report.

Design issues associated with the construction of the NSBT are integrated into this Construction EMP which therefore addresses design and construction issues relevant to environmental management. A large design workforce has been established by LBB as part of the design and construction of the NSBT.

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The sections of the Construction EMP set out above generally respond to the matters required to be addressed by the COG using the same topic area. However, in preparing this Construction EMP groundwater and surface water matters have been consolidated into a single section whilst noise and vibration issues have been addressed through separate sections. In relation to the social environment, these issues have been directly integrated into the relevant sections of the Construction EMP. The environmental objectives for the social environment are to avoid, or mitigate and manage potential social impacts of construction and construction impacts on social infrastructure. The performance criteria for the social environment are:

� local and broader communities are notified in advance of construction activities, temporary arrangements, traffic management arrangements and any special construction activities of short duration; and

� communities have access to a communication and complaints process to address and respond to impacts as appropriate.

The achievement of these objectives and criteria is through the implementation of the various measures contained within the Construction EMP, including the adopted consultation and complaint processes and specific mitigation measures associated with key activities such as traffic and transport, noise and vibration, air quality and urban design. Management of the impacts of the project on the social environment is therefore fully addressed in the various sections and/or subplans incorporated in this Construction EMP. For clarity and to avoid any unnecessary duplication the social environment is not addressed in a separate stand alone section.

Urban design and regeneration issues are in the main the responsibility of BCC as the Proponent and the approach that has been adopted in Section 9 of this Construction EMP is to implement the measures established by BCC which are relevant to design and construction.

EMP Sub-Plans

The COG’s Report and Change Report recommended that the Construction EMP incorporate a series of sub-plans to address in detail specific environmental impacts of the construction works. The preparation of detailed management plans is also recommended in relation to various matters. In its review of the Construction EMP, the COG’s office has agreed that it is more convenient for members of the public to have the CEMP as user friendly and as readily understandable as possible and accordingly that all required sub-plans and management plans can either be directly incorporated into the relevant sections of this Construction EMP or included as appendices to this Construction EMP. This form of CEMP then makes for a very concise and convenient reference document.

This approach has been agreed by the COG and LBB to simplify and streamline the structure and content of the Construction EMP and avoid unnecessary duplication and repetition. Although a series of separate stand alone sub-plans and management plans have generally not been prepared, the relevant issues and matters the subject of the specified sub-plans and management plans are incorporated into and addressed by the Construction EMP in a sufficiently comprehensive manner to satisfy the COG’s requirements.

The form of any sub-plan or management plan is as noted in the individual sections of the Construction EMP. For the purpose of this Construction EMP the terms Construction EMP, sub-plan and management plan are interchangeable. It is the content not the form which demonstrates how this Construction EMP satisfies the COG’s requirements.

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As a guide, the sub-plans and management plans referred to in the COG’s Report are generally incorporated or called up as part of this Construction EMP as set out in the table below.

Section Sub-Plan/Management Plan

1.0 Transport Construction Traffic Management Plan

Construction Vehicle Management Plan

2.0 Soil Soil Erosion and Sediment Management Plan

Acid Sulphate Soils Management Plan

3.0 Water Control Groundwater and Surface Water Management Plan

Construction Stormwater Drainage and Water Quality Management Plan

4.0 Air Quality Construction Air Quality Management Plan

Construction Vehicle Fleet Management Plan

Construction Dust and Odour Management Plan

5.0 Noise Construction Noise and Vibration Management Plan

6.0 Vibration Construction Noise and Vibration Management Plan

7.0 Flora and Fauna

8.0 Cultural Heritage Culture Heritage Management Plans

9.0 Urban Design Urban Regeneration Plan

Urban Design Master Plan

10.0 Waste Management Construction Waste Management Plan

11.0 Risk Management Hazard and Risk Management Plan

Construction Incident Management Response Plan

Each section of the Construction EMP expressly addresses those sub-plans and management plans relevant to that section which are either integrated directly into the section or included as an appendix to this Construction EMP.

Overall Environmental Management Framework

This Construction EMP has been prepared in accordance with the COG’s requirements to manage the environmental impacts of construction of the NSBT. The Construction EMP is the key management tool and lead environmental management document in relation to environmental performance during the design and construction phase of the NSBT. However, it is important to acknowledge that this Construction EMP forms only part of the overall environmental management framework for the construction of the NSBT and that the Construction EMP is supported by a range of supplementary documents and measures. The flowchart behind this Introduction describes how all of the various management documents relate to each other.

The Construction EMP provides the overall strategic framework for managing the environmental impacts associated with the design and construction stage of the NSBT. The Construction EMP is based on predictive studies which have been used to design the measures to be implemented to mitigate construction impacts. The predictive modelling and mitigation measures will be monitored and reviewed to assess their effectiveness in managing environmental impacts.

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Construction activities and associated impacts will occur progressively and change over time as different works are carried out and different locations impacted. Due to the staged construction of the NSBT detailed mitigation measures will be progressively designed and implemented. This Construction EMP identifies upfront the desired environmental outcomes and levels of impact and provides direction on measures to be implemented to mitigate impacts (including monitoring, complaints and reporting). Detailed mitigation measures will be carried out in response to the timing of construction activities and impacts.

This Construction EMP thus provides the strategic framework for managing environmental impacts associated with design and construction and will be supplemented by further detailed measures to be developed over time. In particular, consultation will be carried out throughout the construction stage with affected persons to develop and implement mitigation measures to manage environmental impacts in accordance with the Construction EMP.

Relationship to other Approvals

In addition to the conditions imposed on the construction of the NSBT by the COG under the SDPWOA, a range of other State and local government approvals are also required for carrying out various activities in relation to the NSBT. These approvals must be obtained and complied with and may impose additional requirements on construction.

State legislation and local laws which apply in addition to the measures contained in this Construction EMP include:

� Aboriginal Cultural Heritage Act 2003;

� Brisbane City Council Local Law No. 5;

� Brisbane City Council Natural Assets Local Law;

� Coastal Protection and Management Act 1995;

� Environmental Protection Act 1994;

� Fisheries Act 1994;

� Integrated Planning Act 1997;

� Queensland Heritage Act 1990;

� Vegetation Management Act 1999 and

� Water Act 2000.

Generally, all relevant requirements under the COG’s Report and Change Report must be complied with in addition to any conditions imposed through other approvals, authorities or permits required for construction. However, in the event of any inconsistency between the COG’s requirements and those of other agencies, the COG’s requirements prevail.

Environmental Management Team

A team of LBB personnel comprising an Environmental Manager and Environmental Officers will be primarily responsible for the environmental management of construction of the NSBT.

The Environmental Manager reports to the Interface Manager who in turn reports to the Project Director. The Environmental Manager position is a senior position and is independent from on-the-ground construction personnel.

The environmental management team liaises with construction personnel throughout the construction stage to ensure the effective management of environmental impacts in accordance with this Construction EMP. Environmental Officers are site-based and co-located with each construction team.

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A community relations team has also been appointed by LBB to manage engagement with the external stakeholders, including affected land owners and occupants and the broader community. The community relations team is responsible for the implementation of the measures detailed in Section 14 including complaints management. The community relations team also supports the CLGs which primarily consists of residents and business operators domiciled in the area immediately impacted by construction related activities.

In addition to the environmental management team, all LBB staff members have a general responsibility for environmental performance. Key positions in LBB’s organisation with specific environmental management responsibilities include:

� Interface Manager;

� Design Manager;

� Project Managers;

� Construction Managers;

� Site Superintendents; and

� Site Foremen.

Standards and Guidelines

The COG’s Report references a number of standards and guidelines that are to be adopted and implemented to manage construction. These standards and guidelines contained in schedule 7 of the COG’s Report have been integrated into the relevant sections of this Construction EMP. The following table provides a summary of how the standards and guidelines have been utilised within this Construction EMP.

Issues Standard/Guideline Construction EMP

PIARC standards for in-tunnel air quality as specified in these recommendations

Section 4 Air Quality

National Environment Protection Measures and Environmental Protection (Air) Policy 1997 (Reprint 2C) for ambient air quality, as specified in these recommendations


AS 3580 : 2003 Methods of Sampling and Analysis of Ambient Air


Air Quality

Air Quality Planning Scheme Policy in City Plan 2000, otherwise


QDMR Standard Specification MRS11.55 – Use of Explosives in Roadworks

Section 6 Vibration Blasting & Use of Explosives

Brisbane City Council Local Laws – Chapter 5, Part 6 – Blasting

Section 6 Vibration

AS 1216 : 1995 Classification, labels for Dangerous Goods

Section 11 Risk Management

AS 1678 : 2003 Emergency Procedure Guides – Transport


AS 1940 : 2004 Storage and Handling of Flammable and Combustible Liquids


AS 2508.2.007 : 2001 Safe Storage and Handling Information Cards for liquefied Petroleum Gas


AS 2809 : 1999 Road Tank Vehicles for Dangerous Goods


Dangerous Goods

AS 3780 – 1994 The Storage and Handling of Corrosive Substances


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AS 2931 : 1999 Selection and Use of Emergency Procedure Guides for Transport of Dangerous Goods.


“Road Traffic Noise Management Code of Practice” (DMR 2000)

Section 5 Noise

E1 Environmental Guideline “Noise from Construction, Maintenance and Demolition Sites” (EPA 1989)

Section 5 Noise

Noise measurement manual : for use in testing for compliance with the Environmental Protection Act 1994, Third edition, 2000

Section 5 Noise

AS 1055.1 : 1997 Acoustics – Description and Management of Environmental Noise : General procedures

Section 5 Noise

AS 1055.2 : 1997 Acoustics – Description and Management of Environmental Noise : application of specific situations

Section 5 Noise

AS 2187 : 1993 Explosives – Storage Transport and Use : use of explosives

Section 6 Vibration


AS 2436 : 1981 Guide to Noise Control on Construction, Maintenance and Demolition Sites

Section 5 Noise

AS 2659.1 : 1988 Guide to the Use of Sound Measuring Equipment : portable sound level

Section 5 Noise

AS 2702 : 1984 Acoustics – Methods for Measurement of Road Traffic Noise.

Section 5 Noise

Noise & Vibration

Calculation of Road Traffic Noise (CORTN88) United Kingdom Department of Transport.

Section 5 Noise

AS 4360 : 2004 Risk Management Section 11 Risk Management Risk

Securing Critical Infrastructure

Australian and New Zealand Environment and Conservation Council (ANZECC)/National Health and Medical Research Council (NHMRC) – Guidelines for the Assessment and Management of Contaminated Sites. 1999

Section 2 Soils

Queensland Government Chemical Laboratory – Guidelines for Soil Sampling

Section 2 Soils

Queensland Acid Sulphate Soils Investigation Team (QASSIT) “Sampling and Analysis Procedure for Lowland Acid Sulphate Soils (ASS) in Queensland” dated 1 October 1997.

Section 2 Soils

“Draft Guidelines for the Assessment and Management of Contaminated Land in Queensland” (Department of Environment 1998)

Section 2 Soils

Soils & Erosion Management

Soil Erosion and Sediment Control, Engineers Guidelines for Queensland Construction Sites, 1996

Section 2 Soils

Environmental Protection (Waste Management) Policy 2000 (Reprint 2B)

Section 10 Waste Management

Environmental Protection (Waste Management) Regulation 2000 (Reprint 2C)


Waste Management

Environmental Protection Regulation 1998 (Reprint 5B) and generally


Water Quality Management

Environmental Protection (Water) Policy 1997 (Reprint 2B)

Section 3 Water Control

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Water Quality Sampling Manual – For use in Testing for compliance with the Environmental Protection Act 1994. Third edition (Department of Environmental protection Authority 1999)


Standard Methods of the Examination of Water and Wastewater – American Public Health Association (APHA)/Australian Waste Water Association (AWWA)


AS 2031 : 2001 Selection of Containers and Preservation of Water Samples for Microbiological Analysis


Management of Urban Stormwater Quality Planning Scheme Policy otherwise


Spoil Management

This Construction EMP primarily focuses on the mitigation of construction activities located within the NSBT corridor and associated traffic and transport issues (such as spoil haulage). The COG’s conditions however also refer to spoil placement sites at which spoil removed from the construction corridor is disposed of at “off-site” locations.

There are three primary spoil placement sites for the disposal of spoil being:

� Tradecoast site;

� Brisbane Airport; and

� Brisbane Port.

Each of the spoil placement sites is external to the construction corridor. Once spoil is removed from the construction corridor its subsequent placement is outside the scope of construction activities. In relation to the above spoil placement sites, spoil is utilised and managed in accordance with applicable approvals and is under the control of the respective land owners.

LBB will however inspect and audit spoil management activities to confirm that spoil management is appropriately being undertaken.

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EMP Flowchart

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1. TRANSPORT

Section 1.0 Transport describes how construction traffic and diversion of network traffic will be managed to achieve the environmental objective set by the COG which is to minimise potential impacts on the community and the operation of the road network. Section 1.0 Transport summarises LBB’s Traffic Management Plan included at Appendix 1 prepared in accordance with condition 3 of schedule 3 of the COG’s Report (as amended by the COG’s Change Report). The Traffic Management Plan in Appendix 1 incorporates the Construction Vehicle Management Plan and Construction Traffic Management Plan which are required sub-plans under condition 2(c)(ii)(E) and (F) of schedule 3 of the COG’s Report. The performance criteria for traffic and transport are:

� take reasonable and practicable measures to avoid, or mitigate and manage the potential construction traffic impacts on communities near the worksites;

� manage the movement of construction traffic to use arterial and other major roads and to avoid local streets, and to operate where practicable outside peak periods in the City’s road network;

� inform the local and broader community about the timing and scale of potential construction traffic impacts;

� minimise as far as reasonably practicable, the potential traffic disruptions to the operation of the road network due to construction;

� enable safe access near worksites for road users, including pedestrians and cyclists;

� enable safe and efficient access near worksites for emergency vehicles; and

� monitor traffic flows near construction works and take corrective action in response to traffic impacts.

Transport considerations address the city wide and local impacts on traffic flows, public transport, cyclist/pedestrian safety and property access/parking associated with surface construction works.

Major areas where critical traffic flows interface with construction works are:

� Ipswich Road;

� Pacific Motorway – South East Freeway;

� South East Transit Busway;

� Inner City Bypass;

� Shafston Avenue;

� Bowen Bridge Road; and

� Lutwyche Road.

All changes to traffic and transport are incorporated into a series of detailed traffic management plans which constitute the mechanism by which the relevant authority approves any traffic changes. Traffic management plans are used to manage all aspects of construction traffic impacts with the objective to minimise potential impacts on the community and the operation of the road network.

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Every construction activity which impacts on traffic in any way does not proceed without written authorisation by either BCC or Department of Main Roads (“DMR”). Every construction activity which impacts on public transport does not proceed without prior written authorisation from Translink. The Traffic Management Plan included at Appendix 1 provides the overarching strategic framework for managing traffic and transport impacts and is supplemented by a hierarchy of further plans required to satisfy BCC, DMR and Translink consisting of:

� Construction Traffic Management Plans (“CTMP’s”) which are prepared for each main work area and haulage operation to identify the required traffic changes, assess the impact and describe how impacts will be managed; and

� Construction Traffic Control Plan (“CTCP”) which are developed to each major change in site traffic conditions to describe in detail the traffic changes required and the specific impacts and local management of those impacts.

The CTMPs are prepared for each major work area and haulage operation and identify the full construction sequencing, describe the key traffic changes, assess impacts on traffic and the road network and provide details of incident and accident contingency plans and public notifications.

Each CTMP analyses and includes details of:

� Existing and forecast variations in traffic flow;

� Network and road capacity and performance;

� Operating conditions including speed limits and levels of service;

� Maintenance of relevant environmental conditions;

� Influence of external events and the operations of others;

� Potential traffic diversion to other local roads;

� Impact on road structures;

� Incident and accident contingency plans;

� Timing including periods of reduced traffic lanes;

� Public notification plans including provision of traveller information.

The CTMPs are developed in consultation with key stakeholders and members of the Traffic Management Construction Liaison Group. The CTMPs are endorsed by BCC, DMR and Translink, as appropriate. The CTMPs are updated from time to time to reflect varied conditions and prior experience and is progressively added to for each local area of change by development of the above documents. Each update of the CTMP is provided to BCC, DMR and Translink for re-endorsement.

CTCPs are prepared for each construction sequence identified in the CTMPs or for any major changes in site traffic conditions. The CTCPs describe the specific traffic changes including the location, timing and details of the traffic control devices required to safely guide vehicles around a work activity, or the manner in which switching traffic from one alignment to another will be managed.

Each CTCP will include, where relevant, details regarding:

� Lane or road closures;

� Major traffic control devices;

� Traffic signal operation;

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� Work site barrier locations;

� Vertical and horizontal geometry;

� Pedestrian and cyclist provisions;

� Public transport provisions;

� Construction site access;

� Access provisions for businesses;

� Public utility provider access;

� Lighting provisions; and

� Worker safety provisions.

The Traffic Management Plan at Appendix 1 represents LBB’s master strategic traffic plan and is supplemented progressively by the above referenced documents subject to approval from the relevant authority, comprising BCC, DMR and Translink.

This overall traffic management plan is implemented to manage traffic impacts and includes the Construction Vehicle Management Plan which is a sub-plan forming part of the Construction EMP to specifically address spoil haulage. The overall traffic management plan incorporates detailed mitigation measures to manage traffic and transport issues arising from construction and to deal with both local and broader traffic and transport issues.

LBB has a dedicated team of traffic professionals responsible to prepare traffic plans and to monitor the effectiveness of the measures including a review of traffic plans every six months and weekly safety audits.

Some of the salient features of the Traffic Management Plan included at Appendix 1 are summarised below:

� prior to commencing construction, modelling of prevailing traffic conditions, especially nearby arterial roads and surrounding roads, is undertaken as necessary to predict the effect of potential traffic redistribution as a result of temporary traffic diversions;

� measures to manage traffic flows resulting from changed traffic conditions are implemented. Regular monitoring of traffic flows against modelled flows is undertaken and traffic management plans will be reviewed as appropriate to address problem sections of road;

� where possible, at least two lanes in each direction are retained to minimise disruption to nearby roads;

� alternative routes which have sufficient spare capacity to accommodate the extra traffic are promoted and access to adjoining properties is maintained at all times, wherever practicable;

� management measures seek to discourage as much as practicable, increased traffic in local streets;

� management measures at worksites are implemented to avoid conflicts between construction traffic and pedestrians, and ensure trucks are able to enter and leave the sites relatively unimpeded;

� traffic management measures near construction works are designed to avoid conflicts between construction traffic, vehicles and pedestrians;

� appropriate road geometry and screening of construction works are undertaken as necessary to minimise distractions for motorists;

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� impacts on emergency access to the two major hospitals in the area are minimised by retaining two lanes in each direction near construction works and avoiding the need to divert ambulances to other routes;

� traffic management measures include relocating bus stops to appropriate locations and maintaining bus routes and timing through the implementation; and

� provision is made for the safe movement of pedestrians and cyclists near worksites and proposed construction works.

Traffic control devices will be installed in accordance with the Manual of Uniform Traffic Control Devices and design of temporary roads and associated signalling will be carried out in accordance with relevant Australian Standards.

Traffic Management Plan provides for detailed processes for the preparation, assessment and approval of CTMPs and CTCPs and also includes appropriate provisions for monitoring, review and non-conformance.

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2. SOIL

Section 2.0 Soil describes the measures that will be implemented to manage the impact of construction on topography, geology and soils to achieve the environmental objective set by the COG which is to manage the impacts of soil erosion, acid sulphate soils and spoil handling/placement resulting from the construction works in addition to managing the impacts of any contaminated soil found on the site. This Construction EMP also includes measures to manage pre-existing soil contamination which may affect construction.

The performance criteria for soil are to:

� take all necessary reasonable and practicable measures to monitor and manage the impacts;

� conduct induction and training for construction staff on procedures for remediation and management of contaminated land and spills and leaks of hazardous materials; and

� manage the handling and placement of construction spoil to avoid, or mitigate and manage impacts on surface water quality, air quality, and flora and fauna values.

� This section addresses four specific matters:

� soil erosion;

� settlement;

� acid sulphate soils; and

� land contamination.

A number of matters associated with surface water runoff are inexorably linked with soil erosion and accordingly are dealt with in this Section 2 and cross referenced in Section 3 Water Control for convenience.

2.1 Soil Erosion

Surface earthworks will be managed to minimise adverse environmental impacts on waterways, significant places and sensitive receptors. The guideline Soil Erosion and Sediment Control and Engineers Guidelines for Queensland Construction Sites, 1996 are adopted to manage soil erosion in accordance with schedule 7 of the COG’s Report.

The Soil Erosion and Sedimentation Plan marked LBBJV-PL-0-EN-0504 included at Appendix 2 sets out the overall principles used in the preparation of a detailed management plan for each worksite and for each spoil placement area.

These detailed management plans are of necessity dynamic documents which progressively respond over time to the changing nature and location of construction at each work site. All plans are reviewed every month to ensure that each plan is updated as necessary to respond to construction progress or changes to construction methodology and/or sequencing. A schedule of the detailed management plans that have been prepared current at April 2007 is included in Appendix 2.

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In summary, the following mitigation measures are used to manage soil erosion and to control the associated discharge of surface water flows into waterways or stormwater systems:

1. Clearing and revegetation:

− minimise the area of disturbance and clearly mark the boundaries for removal of trees and topsoil and reinforce with the site workforce through both training and toolbox meetings;

− manage vegetation clearing, site preparation, soil disturbance, topsoil stripping and soil stockpiling;

− progressive revegetation of disturbed areas to stabilise and to rehabilitate such areas and including installation of landscaping at those times when construction is sufficiently progressed not to cause damage to the rehabilitation;

− post-construction undertake measures to monitor the ongoing control of sediment and erosion.

2. Stockpiled materials:

− plan work to minimise the amount of time that soil is stockpiled on site or exposed to the elements prior to stabilisation; and

− establish and designate a minimal number of stockpile areas preferably flat sites not located near a waterway, stormwater inlet or overland flow path, on sealed surfaces or beneath the drip line of trees.

3. General surface water and erosion control;

− assess the risk of erosion and identify flow paths, soil cover type and soil stability:

− ensure erosion and sediment control measures are in place before commencing a new construction activity and remain in place until adequate coverage is achieved;

− progressive and continual implementation of temporary erosion and sediment controls (e.g. sediment fences, diversion banks, diversion drains, sediment traps, etc) built as close as possible to the potential source of sediment;

− divert clean water around areas of disturbance;

− use geotextile linings to provide temporary surface protection in areas of concentrated flows (e.g. batter drains, culvert construction); and

− install bunds around long-runs on the work areas to reduce runoff water velocity. Regular diversions will be installed off the works via stabilised discharge points.

4. Construction traffic;

− ensure adjacent roads, footpaths and other areas are kept clean of sediment throughout the day;

− prevent material from being tracked onto public roads and regularly remove any deposited material by sweeper or other mechanical means;

− install at entry/exit points shakedown points which include where practicable, stabilised gravel to minimise vehicle tracking sediment off site;

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− restrict vehicle access to identified vehicle access points and where practicable restrict vehicle access and paths to the area to be disturbed by construction;

− conduct visual inspections of the site before the end of each day to ensure all control measures are in place.

The monitoring program for soil erosion and control of surface water runoff includes the actions set out below to ensure the effectiveness of the mitigation measures. LBB’s monitoring programme includes:

5. Inspection regime;

− daily inspection of all erosion, drainage and sediment control structures for structural integrity and capacity;

− daily inspections to ensure that erosion prevention methods are effective and fully operational (water quality test results will be one tool used to measure the effectiveness of the erosion prevention methods);

− weekly “Environmental Control Action Lists” to record maintenance and installation activities;

− weekly inspection of all erosion, drainage and sediment control structures for structural integrity, capacity, suitability and effectiveness;

− regular inspections of the erosion, sediment and stormwater management devices, before and after major rainfall events to ensure that these devices are in good working order; and

− inspections conducted on installation of new works/exposure of new area and

⋅ before predicted rain events;

⋅ following rain events;

⋅ following non compliance;

⋅ follow up of required actions to allow close out.

6. Testing and monitoring programme:

− at the O’Connell Terrace portal monthly water quality monitoring upstream and downstream of the work site in Enoggera creek; and

− perform tests on environmental management controls to ensure they are functioning adequately (for example their ability during heavy rainfall event) and rectify control if performing inadequately.

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7. Operation of detention basins;

− empty water from the sediment traps as soon as possible after rainfall events in preparation for subsequent rainfall events;

− regular cleaning/desilting sediment control devices to maintain design capacity and disposal to a designated area;

− regular inspection and testing the quality of water discharges from the site, including both non-disturbed and disturbed areas and discharges from sediment control devices for compliance with water quality requirements.

2.2 Settlement

As with all underground excavations the NSBT construction has the potential to cause ground movements, which in an urban environment can be of particular significance because of its influence on buildings, structures and utilities. The prediction of ground movements and the assessment of the impacts on the infrastructure are therefore an essential aspect of the planning, design and construction of the NSBT. LBB has engaged and relies on Golder & Associates (“Golder”) to prepare all settlement prediction and monitoring plans.

Ground movements, in particular differential settlements and horizontal strains, may cause distress and damage to buildings and structures. The classification of damage with reference to walls and concrete floors is given in AS2870-1996, Appendix C. However, damage to structures or buildings associated with NSBT construction (if any) will be mainly aesthetic and not functional or structural. Settlement and its potential impacts will be assessed using established procedures.

The potential ground movements depend closely on geological setting, the geotechnical properties of the ground surrounding the construction, and construction methodology.

Major components of induced settlements include:

� change in stress regime;

� change in pore water pressure and effective stress;

� movement of soil particles (loss of fines); and

� insufficient reduction of pore water pressure to prevent instability.

Ground movements due to the last three dot points above are associated with groundwater drawdown. Causes associated with last two dot points will not occur with a properly designed and installed groundwater control system.

Therefore the most likely causes are due to the changes in the stress regime, pore water pressure and effective stress.

Three different approaches will be used to assess the settlements due to the NSBT construction:

� empirical method;

� closed form solution; and

� numerical analysis using finite element or finite difference methods.

A series of settlement plans have been developed to ensure that the induced settlements are controlled to acceptable values. The settlement monitoring plan will be implemented to confirm that the behaviour of the structures and surrounding ground is consistent with the predicted values. The settlement monitoring plan has been developed involving installation of the following points and instruments:

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� survey points to measure vertical surface settlement;

� survey monuments or inclinometers to measure horizontal movement; and

� piezometers to measure changes in water pressures.

The NSBT alignment is mainly in competent rock and accordingly the use of inclinometers will be limited and the horizontal movement will be measured with horizontal settlement monuments. As actual data becomes available and initial analysis is further refined and developed changes may be required to the location and number of geotechnical instruments.

Monitoring plans have been prepared to address and monitor existing structures and facilities that have been identified as exposed to some potential risk of damage from construction. The potential deformations and water level changes due to the construction of the NSBT in the vicinity of each structure have been analysed to assess those limits of deformation which (if reached) would cause concern.

From the settlement predictions it is proposed to develop two trigger levels for action when the deformations or groundwater are being monitored:

� Trigger Level 1: When more frequent monitoring is required; and

� Trigger Level 2: When Golder’s supervising engineer should be notified who will then determine any specific actions to be taken.

Settlement predictions and monitoring locations are shown in Appendix 3.

2.3 Acid Sulphate Soil

Potential Acid Sulphate Soils (“PASS”) and Acid Sulphate Soils (“ASS”) may impact on waterways and aquatic life. PASS/ASS is often found at elevations less than 5m AHD. When exposed to air and oxidised acidic leachate can be generated which has potential to directly impact on aquatic organisms or the increase the concentration of dissolved metals, particularly iron and aluminium.

Golder has been engaged to undertake assessment of PASS/ASS along the construction alignment. Alluvial deposits on the banks of Enoggera Creek are the only location where PASS/ASS impacted soils were discovered. Locations of PASS/ASS are shown in the Acid Sulphate Soils Management Plan in Appendix 4.

An Acid Sulphate Soils Management Plan has been developed by Golder to comply with the Queensland Acid Sulphate Soils Investigation Team (“QASSIT”) guidelines (version 3.8, 2002) and sampling and analysis procedure (1997), State Planning Policy 2/02 - Planning and Managing Development involving Acid Sulphate Soils and the EPA's 2001 Instructions for the Treatment and Management of Acid Sulphate Soils.

The Acid Sulphate Soils Management Plan fulfils condition 9(a) of schedule 3 of the COG’s Report and is attached in Appendix 4. The Acid Sulphate Soils Management Plan includes:

� strategies to avoid and minimise the disturbance of PASS/ASS;

� an applicable process for either on-site neutralisation, hydraulic separation and/or strategic re-burial to prevent downstream or offsite impacts from acid water drainage;

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� identify runoff and drainage control points within and exiting the construction site, and design and install suitable control measures and structures during construction that will divert or contain runoff from specific areas, including but not limited to:

� containment of runoff from disturbed areas and stockpile/treatment areas to protect nearby waterways;

� retain/maintain existing flow pathways and directions for both surface water and groundwater resources to minimise disturbance of the natural surface and subsurface drainage regimes; and

� minimise changes to water table levels and tidal influences.

The Acid Sulphate Soil Management Plan includes provisions for monitoring, review and non-conformance.

2.4 Contaminated Land

LBB and Golder have consulted with the EPA Contaminated Land Unit to discuss the management of contaminated soil, in particular management procedures for any sites encountered which are listed on the Environmental Management Register (“EMR”) and/or the Contaminated Land Register (“CLR”). Sites which are listed on these registers are typically managed with a Site Management Plan (“SMP”). LBB’s review of these registers has indicated that no SMPs apply to land directly affected by construction activities. It has been agreed with the EPA that SMPs under the Environmental Protection Act 1994 will be prepared for sites where identified contaminated soil or rock is disturbed during surface works or where existing contaminated material encountered during the scope of works will remain following the construction phase. Copies of these SMPs will be presented to the EPA at the completion of works for inclusion on the EMR and/or CLR. The EPA has agreed that these SMPs are not required prior to commencement of surface works or prior to tunnelling under other EMR listed sites.

Disposal permits in accordance with section 424 of the Environmental Protection Act 1994 will be sought from the EPA where required to transport and dispose of contaminated soil from the surface works area to another EMR listed site or landfill. As a contingency measure in the extremely unlikely event that suspected contaminant rock is encountered during the tunnel excavation disposal permits will be sought to allow for transport to an EPA approved EMR listed site for temporary storage and assessment before removing to an appropriate final disposal location.

Golder has undertaken a contamination investigation for excavation on the former Campbell Brothers site bounded by Campbell Street, Horace Street, the ICB and Queensland Rail corridor. The investigation identified very minor trace amounts of chrysotile asbestos in one of the 25 test pit locations and exceedances of the Environmental Investigation Level for heavy metals arsenic, copper, and zinc and exceedance of the Health Investigation Level A for lead. Golder concluded that the minor metals impact detected during the investigation does not represent a risk to the health of workers during intrusive earthworks.

A disposal permit has been obtained from the EPA for transport and disposal of this material at an appropriately licensed facility. The excavation, transport, disposal and remediation of contaminated material from the Campbell Brothers site has been undertaken in accordance with a Remediation Action Plan (“RAP”). The RAP specifies safe procedures to remove the contaminated material from site and remediate the site. Ongoing management of the site is specified in the SMP which will be submitted to the EPA following completion of works as agreed with the EPA.

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During ASS investigations on the north bank of Enoggera Creek very minor traces of asbestos were detected on the surface. This was notified to the EPA in accordance with statutory requirements. The RAP/SMP will specify safe procedures for the required construction activities and long term management of the site. Any off site removal of contaminated material will be undertaken in accordance with an EPA approved disposal permit.

Internal LBB procedures have been developed outlining worker requirements should they encounter any form of contamination on the Project sites. Toolbox training of staff and subcontractors advising of these procedures has been and will be undertaken regularly throughout the course of the Project. In instances where contamination is encountered, works on site are to cease, the Foreman is to be notified who is to contact the site Environmental Coordinator, who will then assess and advise on an appropriate action to be taken. Independent environmental consultant advice will be sought when required.

The management of contaminated land is undertaken in accordance with the following standards and guidelines in accordance with schedule 7 of the COG’s Report:

� Australian and New Zealand Environment and Conservation Council (“ANZECC”)/ National Health and Medical Research Council (“NHMRC”) – Guidelines for the Assessment and Management of Contaminated Sites, 1999; and

� Draft Guidelines for the Assessment and Management of Contaminated Land in Queensland, Department of Environment, 1998.

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3. WATER CONTROL

Section 3.0 Water Control describes how the impact of construction on hydrogeology and groundwater quality and surface water quality will be managed to achieve the environmental objectives set by the COG. The environmental objective for groundwater is to manage the impacts on groundwater quality and drawdown during construction and to manage groundwater inflow into the tunnel and construction areas. The environmental objective for surface water is to maintain an acceptable level of surface water quality.

The performance criterion for surface water quality is to take all reasonable and practicable measures to minimise the potential for the release of contaminants to surface waters that could cause adverse impact. The performance criteria for groundwater are to:

� take all reasonable and practicable measures to minimise the release of contaminants to groundwater from construction activities;

� monitor and manage groundwater quality against contamination from construction works; and

� monitor and manage the extent and amount of water level drawdown caused by construction activities.

Section 3.0 Water Control comprises the Groundwater and Surface Water Management Plan in accordance with condition 8 of schedule 3 of the COG’s Report.

In addition to the general compliance standards this Section 3.0 recognises the following specific standards and guidelines related to water quality in accordance with schedule 7 of the COG’s Report:

� Environmental Protection (Water) Policy 1997

� Water Quality Sampling Manual – for use in Testing for compliance with the Environmental Protection Act 1994, Third edition, EPA 1999;

� Standards Methods of the Examination of Water and Wastewater – American Public Health Association (APHA) /Australia Waste Water Association (AWWA); and

� AS 2031 – Selection of Containers and Preservation of Water Samples for Chemical and Microbiological Analysis.

� Management of Urban Stormwater Quality Planning Scheme Policy.

3.1 Surface Water

Water emanating from each worksite will either be reused in some beneficial way within the worksite or discharged into the local stormwater system or directly into an adjacent natural watercourse, the primary such watercourse being Enoggera Creek (near O’Connell Terrace) which is a tributary of the Brisbane River. Such discharged water may be sourced in surface water (rain or water used for construction) or groundwater which has penetrated underground excavation. The latter water is discharged to a treatment plant to remove contaminants before reuse or discharge. Surface water runoff is detained in a holding basin or pond to allow contaminants to settle out before discharge of the upper levels under controlled conditions. These detention basins are then cleaned of sediments on a regular basis and the sediments suitably disposed.

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In considering the multiple references to the criteria for quality of surface water discharge, the Coordinator General has agreed that it is appropriate to adopt for the NSBT the following surface water quality objectives for discharge:

Parameter Surface Water Discharge

pH 6.5 to 8.5

Turbidity (NTU) 20

Oils and Grease No visible films or colour, no odour

Suspended Solids (m g/L) 30 mg/L for combined wet and dry periods

90%ile < 100 mg/L for wet weather periods1

Litter Gross Pollutants No construction waste in waterway

Note: 1. A wet weather period is defined as “any period where stormwater runoff leaves the site”.

Pollution of waterways or stormwater systems may result from surface or groundwater discharge sources. Surface water sources are most often associated with stormwater runoff and are controlled via erosion and sedimentation controls. Control of soil transported by surface water into waterways or stormwater systems is described in Section 2 Soil and may be generally described to comprise:

� minimise the area of disturbance;

� divert clean water around areas of disturbance;

� implement progressive and continual temporary erosion and sediment controls (e.g. sediment fences, diversion banks, diversion drains, sediment traps, etc);

� construct erosion control measures as close to the potential source of sediment as possible;

The Groundwater and Surface Water Management Plan provides for each of these primary sources of pollutants measures to:

� intercept and treat as necessary groundwater entering construction sites;

� intercept and treat as necessary surface water flows entering construction sites;

� design the tunnel to minimise groundwater inflows;

� suitably dispose of liquid wastes including fire retardants, washdown water and contaminated stormwater.

The Groundwater and Surface Water Management Plan is based on the results of predictive modelling performed by LBB’s specialist advisor Golder including identification of those areas where potential exists for groundwater drawdown (refer to Section 2.2 Settlement).

3.2 Groundwater

In addition to the stakeholders identified in the Introduction, LBB has consulted with the Royal National Association (“RNA”) in the development of this Section and has engaged Golder to perform groundwater drawdown modelling and advise on monitoring.

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Groundwater in the area is moderately saline with electrical conductivity values ranging between approximately 1000µS/cm and 5000 µS/cm. No potential impact on aquatic ecosystems has been identified. Three known records of groundwater facilities exist along the tunnel alignment:

� RNA Brisbane Exhibition Ground: 41m deep bore provides water to an underground storage tank from which the No. 1 show ring is irrigated. About 7.4ML per year is used;

� RNA Brisbane Exhibition Ground: approximately 3m deep well located adjacent to the No. 2 show ring. This well is used intermittently for irrigation of the adjacent oval; and

� a 150m deep bore constructed in 1932 which was used to supply the Fishstream laundry in Fortitude Valley. The long term fate of this bore is not known, although its presence indicates that the Neranleigh Fernvale group (underlying the Brisbane Tuff) may have yielded useful groundwater supplies within the Brisbane area.

The topography of the NSBT catchment area consists of generally undulating terrain with minor surface catchments between the hills. The dominant feature of the area is the Brisbane River to which all the catchments ultimately drain. The topography of the area including the two main catchments comprises:

� a sub-catchment of Norman Creek which drains all the suburb of Woolloongabba and most of East Brisbane with the axis of the catchment being Logan Road corresponding to the now infilled Kingfisher Creek. The tunnel alignment is through the upper parts of this catchment; and

� the northern catchment which encompasses most of Fortitude Valley and Spring Hill and parts of Kelvin Grove, Bowen Hills, Newstead and New Farm. The entire area of the RNA Showgrounds is included in the catchment. Major features of the catchment include the contribution from Water Street in Spring Hill, which was a historical water course and is now infilled, and also Yorks Hollow which drains the southern extents of Kelvin Grove and which forms the corridor of the ICB.

The O’Connell Terrace portal of the tunnel is within the catchment of Enoggera Creek and the impact on this system is considered likely to be minor. Drainage of the northern parts of Kangaroo Point is directly to the Brisbane River rather than through any tributaries, creeks or area of alluvium.

The hydrogeological regime of the tunnel route comprises two broad aquifer types, namely:

� a fractured rock aquifer system of either the Brisbane Tuff, Neranleigh-Fernvale beds or Tingalpa Formation; and

� a narrow and isolated Quaternary alluvial system associated with the valleys between ridges of Brisbane Tuff.

Over-riding these aquifer systems is the impact of the Brisbane River which is incised through Brisbane Tuff and the underlying Neranleigh-Fernvale Beds.

Both the Nerangleigh-Fernvale beds and Brisbane Tuff are generally described as very low to low permeability within the primary rock mass. Groundwater movement is primarily through secondary features such as joints or fractures.

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Drawdown of the groundwater table will occur particularly in those locations excavated by roadheaders where the tunnel is “untanked” or unlined. Only those sections of the tunnel that are constructed by roadheader are untanked (i.e. all tunnel sections that are constructed by TBM are tanked). The use of roadheader construction is limited to the tunnel portals and preliminary tunnel sections (see Appendix 5)

The untanked portions of the tunnel below the water table will act as a groundwater sink, and will draw water within the groundwater capture zone towards the tunnel. In general, the design of the project has minimised to the maximum practicable extent the untanked length of tunnel to reduce potential impacts of groundwater drawdown. As groundwater inflows are expected to be low (5L/s in the long term) potential contaminant influxes will also be correspondingly low. Steady state groundwater drawdown conditions will be achieved within about 5 years of tunnel construction. Due to the significant depth below surface of significant portions of the tunnel, interaction with surface contamination will be minimal.

The drawdown modelling and monitoring is an integral part of settlement monitoring as the settlement model is dependent upon the groundwater model. Four monitoring wells have been installed on the banks of Enoggera Creek to monitor groundwater quality with respect to potential changes associated with Acid Sulphate Soils. These monitoring wells will be sampled in accordance with the Acid Sulphate Soils Management Plan to ensure no adverse impact from pH change or increase in dissolved aluminium or iron concentrations.

The major environmental impacts associated with groundwater are:

� drawdown and depletion of groundwater within the alluvial aquifer systems;

� reduction in capacity of the RNA water supply bore;

� potential groundwater quality impact associated with acid sulphate soils adjacent to Enoggera Creek.

3.3 Groundwater Impact

The other potential primary source of pollution is from the water discharged from the tunnel during construction. Groundwater will flow into the tunnel excavation in quantities which vary from time to time and from place to place. All such water is pumped out to a water treatment plant for treatment prior to discharge to achieve the required discharge water quality. A specialist company MWH Australia has been engaged to design the tunnel treatment and dewatering system to allow extensive re-use of tunnel construction water and groundwater seepage as a primary water saving initiative.

The water treatment system specification will also provide for treatment to a quality suitable to discharge any excess to stormwater. The treatment requirements for stormwater discharge are less than the required treatment to allow reuse within the tunnel. Treatment plants will have monitoring systems incorporated into the design to continuously monitoring pH and turbidity with automatic alarms for exceedances. Monthly grab samples shall be taken from tunnel discharge water and analysed for total dissolved metals by NATA accredited laboratory. Parameters to be analysed are TPH, As, Cd, Cr, Cu, Ni, Pb, Zn and Hg.

LBB’s environmental unit will confirm compliance and record results utilising equipment calibrated in accordance with manufacturer’s instructions.

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Having regard to the potential impacts of the tunnel on groundwater, following mitigation measures will be implemented:

� if necessary, water in the alluvial groundwater system will be treated prior to disposal to meet the objectives set out in the table in Section 3.1 and as such construction of the tunnel will serve to intercept and treat contaminated groundwaters that would otherwise discharge to the Brisbane River or the alluvial channels on route to the river;

� review the design of the tunnel lining or tunnel wall treatments in the relevant tunnel section if unacceptable local groundwater impacts are predicted; and

� assess deviations from seasonal baseline water levels and identify/formulate appropriate mitigation options.

Section 2.0 addresses in full the monitoring of settlement caused by groundwater drawdown during tunnelling operations. Once tunnelling commences, water level monitoring will be continued and if necessary the frequency of monitoring increased. Deviations from seasonal baseline water levels will be assessed and if necessary mitigation options formulated. Mitigation of any impacts will be dependent upon the location of the increased drawdown. Strategies will range from “do nothing”, to an assessment of the extent of the impact and the establishment of surface irrigation networks to maintain root zone moisture content levels.

3.4 RNA Water Supply Bore

LBB has consulted extensively with RNA regarding maintenance of the groundwater around the showground precinct above RL-10 metres to maintain RNA’s water supply for its irrigation system. It is not expected that the tunnelling operations will affect the RNA’s water supply and LBB will implement these monitoring measures to provide early warning:

� establish the baseline usage patterns of the RNA bore;

� identify and implement necessary management measures to ensure RNA irrigation water supply is maintained; and

LBB will establish a monitoring program at RNA’s existing groundwater supply bores. If significant impacts are encountered mitigation measures shall be discussed with RNA including:

� lowering the existing bore and pump; and

� sourcing alternative water.

The preference is to extend the life of the bore as much as possible to reduce RNA dependence on mains supply.

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4. AIR QUALITY

Section 4.0 Air Quality describes the measures implemented to manage construction to achieve the environmental objectives for air quality set by the COG which are:

� minimise, mitigate and manage potential air quality impacts, including dust, odour and construction vehicle exhaust emissions; and

� maintain ambient air quality for properties adjacent to construction worksites.

The associated performance criteria for air quality are to:

� take all reasonable and practicable measures to avoid adverse air quality impacts due to dust, odour and exhaust emissions from construction vehicles, plant and equipment at properties adjacent to construction sites;

� monitor and manage the incidence of dust deposition and odour, and manage construction vehicle emissions in relation to ambient air quality;

� take corrective action in response to diminished air quality for properties adjacent to construction sites as a consequence of construction works or operation of construction vehicles; and

� report upon the effectiveness of any corrective action taken.

Section 4.0 Air Quality constitutes the Construction Air Quality Management Plan under condition 6 of schedule 3 of the COG’s Report and the Construction Dust and Odour Management Plan under condition 2(c)(ii)(C) of schedule 3 of the COG’s Report.

LBB will implement measures to avoid, or mitigate and manage the potential adverse environmental impacts of diminished air quality arising from construction activities such as:

� surface construction works including demolition, excavation and/or travelling on site roadworks, cut and cover tunnelling and vehicles;

� movement or queuing of construction vehicles with diesel-powered motors adjacent to sensitive activities such as residential, child care centres, hospitals (construction vehicle management plan) including construction vehicle emissions and during haulage;

� long-term operation of diesel-powered plant and equipment at worksites; and

� tunnel construction including venting air from the tunnels, stockpiling removal of tunnel construction spoil from worksites and placement at disposal sites.

The movement or queuing of construction vehicles adjacent to sensitive facilities and the potential impacts from vehicle emissions is controlled in accordance with the Construction Vehicle Management Plan referred to in Section 1.0 Traffic of the Construction EMP. Tunnel spoil is collected at each worksite within an enclosed building and disposal takes place at Eagle Farm in the Brisbane airport precinct where adjacent properties are at a sufficient distance not to be impacted by dust which may be generated by the placement of material. In any event application of water will be quite effective at the disposal site including on unsealed trafficked areas to keep the surface damp and to prevent excess wheel generated dust emissions.

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The only potential sources of odour arise during fresh excavation work or in areas where potential exists for odorous materials. The following mitigation measures apply during the initial disturbance of potentially odorous soils work:

� proceed slowly during excavation of potentially odorous sites to determine whether odour impacts at off-site sensitive receivers will be likely;

� if odour impacts will be likely, cease disturbance until the wind direction is away from sensitive receptors; and

� in the unlikely event that odorous soil must be stockpiled on-site, it will be covered with a tarpaulin or similar.

The table below describes the criteria applicable to the release of dust from the construction works adopted in accordance with condition 6 of Schedule 3 of the COG’s Report.

Maximum acceptable increase over pre-existing fallout levels (g/m 2/month) Pre-existing dust fallout

level (g/m 2/month) Residential Other

2 2 2

3 1 2

4 0 1

In this table, the dustfall levels are measured in the scientific unit of grammes deposited every month on the equivalent of one square metre of surface and the goals set by the COG are expressed in terms of the increase in dust deposition above the background levels existing before any regular impactive construction work commenced.

LBB has collated empirical evidence and has undertaken some limited measurements to determine that the pre-existing dust fallout level over the whole of the area affected by the NSBT activities is of the order 2g/m2/month. Measurement of background levels is on-going and pre-existing levels are reassessed from time to time having regard to the results of such further monitoring.

Measurement of dust is performed with quite accurate instruments in accordance with Australian standards however, this Construction EMP recognises that precise measurement of both pre-existing dust levels and those dust levels prevailing during construction are extremely sensitive to prevailing weather conditions and other external influences. Such sensitivity is exacerbated by the fact that analysis of dust measurement takes approximately one month from the time of collecting the sample and accordingly while providing a very reliable indicator over time of the trend in the success of dust mitigation measures, these measurements do not necessarily provide an instantaneous result.

Therefore, LBB’s policy is to target compliance with the measures in the table above and to examine the results when available to determine any exceedances, the cause of the exceedance and what additional mitigation measures are practicable. At the same time LBB endeavours to recognise specific cases of hardship where the actual dust measurements may not reflect the particular circumstances on the ground.

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To provide some reasonable means of measuring this sensitive air quality, dust deposition gauges are located adjacent to each of the major works sites placed in locations relevant to construction works and representative of the air space, areas in which people reside, work or frequent. Specific locations for dust deposition gauges are made in accordance with AS 2922-1987 Guide for the siting of sampling units. Nine dust deposition gauges are utilised at the locations shown in Appendix 6. Monitoring is conducted using the gravimetric method in accordance with AS 3580.10.1-1991 Particulates -deposited matter-gravimetric method.

All tunnels are ventilated during excavation and air exhausted from the tunnel carries with it dust particles from the excavation into an enclosed building which contains the dust. Such dust is controlled at all locations where underground works come to the surface by removing dust from the ventilation air prior to exit from the worksheds and maintaining the particle filter regularly and ensuring the performance of the particulate removal technology meets the required standards set out in the Environmental Protection (Air) Policy 1997. Dust is collected from the filtration system in filter bags which are then disposed of with the tunnel spoil.

The Osiris system is being used to monitor TSP and PM10 concentrations in real time. Regular monitoring of TSP, PM10 and dust deposition levels at sensitive places adjacent to the worksites, and locations representative of the work space is carried out. TSP and PM10 monitoring is undertaken in accordance with requirements of air quality guidelines specified in the Environment Protection (Air) Policy 1997. The goals for pollutants relevant to construction stage air quality impacts, as shown in Schedule 1 of the Environment Protection (Air) Policy are:

� PM10 annual average: 50 µg/m3;

� PM10 24 hour average: 150 µg/m3;

� TSP annual average: 90 µg/m3.

This issue of the Construction EMP recognises that up to March 2007, dust has been one of the most common sources of complaint from persons living close to the worksites. This is not uncommon in the formative months of civil engineering projects when the ground surface formation is being prepared and the worksite goes through a number of stages of development each of which progressively provides enhanced limitation of dust emissions. After initial clearing of vegetation etc, the main stages of site development in this regard comprise:

� initial cover is provided by temporary infrastructure of some sort which contains dust emissions;

� progressive cover is provided by permanent works; and

� finally all residual areas are landscaped thereby encapsulating all dust sources.

At some locations on the NSBT project where conditions are conducive to same, LBB has been able to move quickly to a reasonably stabilised surface condition which facilitates the control of dust emissions, generally because temporary infrastructure has been able to be quickly established over a large part of the site.

At other locations such as the O’Connell Terrace worksite where the cover afforded by temporary infrastructure will not be available until some time late in 2007, LBB has implemented a number of dust mitigation strategies which will progressively ameliorate dust emissions over time but has also concurrently implemented a programme to clean those parts of premises which have been more adversely affected by dust emanating from the worksite. A similar situation may prevail for a much shorter period of time where work such as earthworks or roadworks must be carried out in which case practicable mitigation measures are

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quite limited until enough of the permanent work is completed to provide stability of the surface.

The main surface work activities with potential to generate dust comprise:

� unsealed roads raised by vehicle movements;

� open areas by wind, vehicle movements or other activities;

� clearing or digging operations;

� placing soil or rock materials as fill; and

� vehicle loading or unloading, or materials transfer operations (eg. dust falling from or blown from loaded vehicles transporting excavated material or fill).

The general application of water directly to any particular operation is the most effective dust reduction measure however other measures are available to reduce dust dependent upon the actual circumstances and prevailing weather conditions. The primary means of controlling dust generated by these types of surface activities is to undertake regular visual monitoring and when dust is visible, apply water to damp down the soil materials, in particular vehicle access tracks and when soil is being loaded onto trucks. A second critical measure is the use of shakedowns at entry/exit points and where vehicles move from unsealed roads to sealed roads to reduce dust generated on sealed roads by vehicles or wind, particularly from spilled material including the regular sweeping of sealed roads to limit dust generated if any soil material is inadvertently spilt. The ultimate control measure when work is sufficiently progressed is to seal open areas and revegetate at the earliest time that it can be done without being damaged by construction traffic which in some cases can be supplemented during the interim period by the application of temporary hydro mulch or seed with sterile cover crop to disturbed areas.

For each of the four (4) main worksites, the different levels of potential dust emission, duration and specific mitigation measures until such time that a reasonable cover is achieved at each particular worksite are described in the following subsections 4.1 to 4.4 inclusive. At each worksite, LBB’s field supervisors are responsible to monitor dust generation on a regular basis and implement additional control measures if current methods are inadequate including in particular circumstances where unfavourable weather conditions and high winds are blowing in the direction of sensitive receivers, the measures described below do not satisfactorily control dust then the times at which the particular activities are carried out will be altered if appropriate.

4.1 O'Connell Terrace

The O’Connell Terrace worksite is the most difficult site to control dust in its formative stages during which extensive blasting and general surface preparation work are required.

This worksite will not be fully stabilised until late 2007 when the TBM operation is fully enclosed inside the three (3) Tunnel Enclosure Buildings. However the three buildings will be installed progressively commencing in April when underground roadheader excavation starts the initial Tunnel Enclosure Building is large enough to allow stockpiling of the excavated tunnel material, access and egress of trucks and truck loading operations. At all times when underground excavation is being performed air is exhausted from the tunnel into the Tunnel Enclosure Building where it is treated before being discharged.

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This worksite will be fully operational late in 2007 when the TBM underground excavation commences and the final two (2) Tunnel Enclosure Buildings are complete which will allow excavated material to be transported by conveyors (covered to minimise dust generation) from the Tunnel Enclosure Building at the portal to the final building which encloses the spoil handling facilities on the north bank of Enoggera Creek which are enclosed within the third Tunnel Enclosure Building.

During 2007 while this worksite is progressively becoming fully stabilised, the following dust mitigation controls are implemented to minimise dust emissions:

� water trucks dampen haul roads and exposed surfaces to minimise dust generation and utilise dust suppressant products to assist in binding fine surface dust, improve water infiltration and reduce water usage;

� hoses and sprays control dust generation from point sources where there is evidence of visible dust leaving the construction site;

� rumble pads at each of the mainsite exit points are installed to effectively clean trucks prior to leaving the site;

� cover or dampen loads on public roads;

� bobcat street sweepers permanently available to clean paved surfaces within the construction area to minimise dust generation from movement of vehicles and wind;

� vacuum sweeper available on call and to regularly sweep paved surfaces and surrounding public roads as required;

� construction plant avoids tracking over loose, dusty areas and install sealed haul routes as early as possible (e.g. at the spoil handling facilities on the north bank of Enoggera Creek) and use stabilised material with low dust generating characteristics to construct haul roads;

� alter activities in high winds where dust is impacting adjacent sensitive properties.

4.2 Gibbon Street

The Gibbon Street worksite is reasonably stabilised at March 2007 and at August/September 2007 dust will be controlled by the Tunnel Enclosure Building to be installed over the shaft at this site. Dust exhausted by the tunnelling operation will be contained within the Tunnel Enclosure Building.

In the interim period, dust is controlled by means of water truck to dampen haul roads and exposed surfaces, installation of stabilised haul road and rumble pad at site exit, hoses and sprays to control dust generation from shaft excavation where there is evidence of visible dust leaving the construction site and reduced vehicle speed when driving through the site and dust impacts are evident, supplemented in normal wind conditions by the 5m high acoustic barrier surrounding the site.

4.3 Shafston Avenue

At Shafston Avenue two geographically separate construction operations are performed for some 2½ years from January 2007 to June 2009:

� a roadheader tunnelling operation is carried out on a block of land on the west side of Shafston Avenue wholly within the Tunnel Enclosure Building constructed on the western side of Shafston Avenue inclusive of containing dust exhausted by the tunnelling operation (“Shafston Underground”); and

� Shafston Avenue itself is widened generally to the crest by resuming properties and then constructing 3 new lanes around the middle of the

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existing roadway which serve as ingress/egress to the tunnel at this point for eastern suburbs traffic (“Shafston Surface North”).

The work on Shafston Avenue comprises mainly general roadworks, requiring (approximately) 17 metre wide by 22 metre deep excavation in the centre of the road done by a combination of excavator, rock breaker and blasting. Dust is not expected to migrate any great distance from the work in the centre of the road and the main mitigation measure will be the application of water during excavation. Supplementary measures for other particular activities will include:

� hoses and sprays to control dust generated from point sources where there is evidence of visible dust leaving the construction site;

� water truck to dampen unsealed haul roads and exposed surfaces to minimise dust generation;

� install rumble pad at site exit point;

� drills fitted with dust extractors and filters;

� blast mats;

� vacuum sweeper available to sweep paved surfaces and surrounding public roads as required.;

4.4 South East Freeway

This refers to work in two separate geographic areas, all of which is done in;

(a) along South East Freeway; and

(b) along Ipswich Road.

Along the South East Freeway from Cornwall Street (Duke Street on ramp South East Freeway) to Petersen Street (Woolloongabba) the existing road carriageway is to be widened by approximately 10m to provide sufficient space within the widened road reserve to construct the connection of the South East Freeway to the NSBT. The bulk of this work will be carried out during the period from January 2007 to mid 2009. The work along the South East Freeway requires these activities adjacent to a number of local roads between Cornwall Street:

� remove existing vegetation and (in some cases) noise wall;

� place soil material to widen embankment by some 10 metres;

� construct new pavement on widened embankment;

� install new noise wall on edge of new pavement.

On Ipswich Road, dust is controlled by use of water trucks to dampen exposed surfaces, hoses and sprays to control dust generation from point sources where there is evidence of visible dust leaving the construction site and daily utilisation of vacuum sweeper to clean the road pavement where soil material may be deposited inadvertently.

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On the South East Freeway, dust from earthworks and on local roads is controlled by the following primary measures:

1. Construction traffic:

− install rumble pads at main site exit point to effectively clean trucks prior to leaving the site;

− construction plant avoids tracking over loose, dusty areas;

− cover or dampen loads on public roads;

− construct haul roads of stabilised material with low dust generating characteristics.

2. Dust suppression:

− water trucks dampen haul roads and exposed surfaces to minimise dust generation;

− hoses and sprays control dust generation from point sources where there is evidence of visible dust leaving the construction site;

− vacuum sweeper available on call to sweep paved surfaces and surrounding public roads as required;

− water trucks use dust suppressant products on haul roads, long term stockpiles and exposed batters to assist in binding fine surface dust, improve water infiltration and reduce water usage;

− alter activities in high winds where dust is impacting adjacent sensitive properties;

− install fixed water sprays in exposed areas where dust generation is excessive.

4.5 Monitoring and Review

The effectiveness of the mitigation measures outlined above is monitored by two means firstly visual inspection to detect any instantaneous problem areas and second by scientific measurement. The complaint management system outlined in Section 12 is also used to identify and respond to air quality impacts caused by construction activities.

Mitigation measures are reviewed in response to monitoring and complaints and additional actions taken as necessary in consultation with affected persons on a case by case basis.

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5. NOISE

Section 6.0 Noise describes the measures to mitigate the impact of noise caused by construction activities. When read conjointly with Section 7.0 Vibration, this represents the Construction Noise and Vibration Management Plan referred to in condition 7(a) of schedule 3 of the COG’s Report.

The environmental objectives set by the COG for managing the impacts of noise and vibration during construction are to:

� maintain a reasonable acoustic environment for living and use of properties along the corridor of construction influence during construction works;

� mitigate and manage the vibration impacts along the corridor of construction influence; and

� establish early and effective consultation with concerned owners and occupants of property in the zone influenced by construction.

This part of the Construction Noise and Vibration Management Plan refers solely to the management of noise and describes how construction will be managed to achieve the performance criteria for noise which are:

� adopt suitable construction techniques to achieve a ‘reasonable’ noise environment within the zone of influence, having regard to the scale and duration of construction works, the nature of the terrain through which the construction works are to pass and the character of land use activities;

� if required, identify and implement other reasonable and practicable mitigation measures to achieve noise objectives for construction works, and maintain the ‘status quo’ regarding road traffic noise for newly-exposed, noise-sensitive properties along major roads adjacent to construction sites;

� undertake continual monitoring to ensure reasonable environmental conditions are being maintained within the corridor of construction influence; and

� report regularly on the performance in relation to achievement of noise goals.

The Construction Noise and Vibration Management Plan must also be read in conjunction with the Construction Vehicle Management Plan referred to at Section 1.0 which governs the operation of construction vehicles including matters which may contribute to noise arising out of construction.

Two specialist advisors have been engaged in relation to noise and vibration being Heilig and Partners (“Heilig”) regarding vibration and Noise Mapping Australia (“NMA”) regarding noise caused by construction works. These specialists have performed the predictive modelling which underpins the Construction Noise and Vibration Management Plan and which considers at those locations where the duration of a particular impactive construction activity nominally exceeds two weeks:

� potential construction noise and vibration impacts;

� construction methods; and

� proximity of sensitive places.

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In addition to the key legislation referred to in the Introduction, the following standards and/or guidelines are applicable to construction activities which cause noise:

� E1 Environment Guideline Noise from Construction, Maintenance and Demolition Sites (EPA 1989);

� AS1055.1 – 1997: Acoustics – Description and Management of Environmental Noise: General Procedures;

� Noise measurement manual: for use in testing for compliance with the Environmental Protection Act 1994, Third edition, 2000;

� AS1055.2 – 1997: Acoustics – Description and Management of Environmental Noise: Application of Specific Situations;

� AS2012 – 1990: Acoustics – Measurement of airborne noise emitted by earthmoving machinery and agricultural tractors – Stationary test condition. Part 1;

� Road Traffic Noise Management: Code of Practice, January 2000 (this has superseded the Interim Guidelines and Technical Notes for Road Traffic Noise Amelioration (DMR 1992) identified by the COG);

� AS2436: 1981 Guide to Noise Control on Construction, Maintenance and Demolition Sites;

� AS2659.1: 1988 Guide to the Use of Sound Measuring Equipment: portable sound level;

� AS2702: 1984 Acoustics – Methods for Measurement of Road Traffic Noise; and

� Calculation of Road Traffic Noise (CORTN88) United Kingdom Department of Transport.

Consultation specific to noise has been (and will be) undertaken additional to the general communication and consultation protocols set out in Section 12.0 of this Construction EMP to ensure advanced notification to owners and occupants of properties potentially affected by particular elements of construction noise. In particular in the circumstances where for short periods of time the predictive modelling predicts noise goals for sleep disturbance are likely to be exceeded by construction work LBB will adopt reasonable and practicable mitigation and management measures following consultation with the owners and occupants of the potentially affected premises.

The associated matter of regenerated noise which is caused locally by the TBM is more closely associated with the perception of vibration impacts and is partly addressed in Section 6.0 only insofar as it relates to the level of vibration. This Section 5.0 addresses the following matters associated with the management of construction noise:

� noise goals and criteria;

� noise modelling predictions;

� noise mitigation measures; and

� monitoring, reporting and consultation.

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5.1 Noise Goals

Separate noise goals for night time and day time conditions have been set for NSBT construction work by the COG. The noise goals establish targets for managing noise impacts with the aim of endeavouring to keep noise levels below the noise goals which are set by reference to the Noise Impact Assessment Planning Scheme Policy (“NIAPSP”) under the Brisbane City Plan 2000, which uses the following categories of land uses as the basis for setting noise goals:

� R1 to R3 category means a property located in an area with low to medium density transportation or some commercial or industrial activities; and

� R4 to R6 category means a property located in an area with dense to extremely dense transportation or commercial and industrial activities.

Night time conditions refers to the noise levels generated in the internal sleeping areas of properties by construction activity carried out in the period between the hours of 6.30pm and 6.30am. The noise levels for internal sleeping areas during night hours are:

� for intermittent construction noise

− 50 dB(A) LAmax for R4 to R6 category residences; and

− 45 dB(A) LAmax for R1 to R3 category residences.

� for steady construction noise:

− 40 dB(A) LAeq adj (15 minutes) temporary noise for R4 to R6 category residences;

− 35 dB(A) LAeq adj (15 minutes) long-term noise for R4 to R6 category residences;

− 35 dB(A) LAeq adj (15 minutes) temporary noise for R1 to R3 category residences; and

− 30 dB(A) LAeq adj (15 minutes) long-term noise for R1 to R3 category residences.

Day time conditions refers to the noise levels generated between the hours of 6.30am to 6.30pm by construction activity when measured internally at affected premises. The goals for such noise levels are set out in the table below, where steady noise sources are measured by reference to the LAeq (15 minute) parameter and non-steady noise sources by reference to the LA10 (15 minute) parameter.

Maximum Construction Internal Noise Level Targets (dB(A))

Type of Building Occupancy Steady

LAeq(15 minute) Non-steady LA10(15 minute)

Residential building (living areas) 45 (near major roads) 40 (near minor roads)

55 (near major roads) 50 (near minor roads)

Place of Worship 40 (with speech amplification)

50 (with speech amplification)

School music rooms 45 55

School teaching area 45 55

School library 50 60

School Gymnasium 55 65

Commercial buildings (office space) 45 55

Commercial buildings (retail space) 50 60

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The noise levels are measured external to buildings, noting that these external noise level predictions are conservatively assumed to be reduced by 5 dB(A) with open windows and 15 dB(A) with closed windows when measured inside the building structure. The effects of all proposed noise attenuation measures described in Sections 5.4, 5.5, 5.6, 5.7 and in particular the Tunnel Enclosure Buildings at Gibbon Street, Shafston Avenue and O’Connell Terrace have been included in the predicted noise levels stated in this Section 5.

Any property which does not fit the occupancies outlined in the above table is considered in accordance with AS/NZ 2107:2000 for steady noise and in the case of non steady noise, target levels are set 10 dB(A) higher.

The noise goals are targets for compliance for the management of noise impacts associated with construction to minimise adverse impacts. The noise goals are not absolute standards that must be achieved in all circumstances or at all times.

An overarching matter when considering appropriate noise goals, is that in no circumstances is it reasonable to mitigate the noise levels generated by construction below those which existed prior to construction e.g. existing ambient noise levels from traffic and other pre-existing noise sources.

This Construction EMP expressly recognises that the above stated noise goals are generally suitable as targets, each potentially affected group of properties must be considered for its unique circumstances and construction works may exceed the noise targets. In these circumstances, reasonable and practicable mitigation and management measures will be implemented in consultation with property owners and occupiers of affected premises.

The noise goals therefore act as a target for compliance and provide the baseline for determining mitigation and management measures for construction. The noise goals also establish a threshold where exceedance will trigger consultation with property owners and occupiers of affected premises to consider further reasonable and practicable mitigation and management measures.

5.2 Noise Modelling

Those underground construction activities which generate noise impacts primarily comprise:

� underground excavation by TBM and roadheader causing ground vibrations and regenerated noise from those vibrations;

� operation of dust extraction and ventilators for underground work;

� spoil removal; and

� blasting.

Surface construction activities which will cause the highest noise levels include:

� demolition work;

� earthworks;

� blasting;

� mechanical rock breakers or drills;

� delivery of materials and equipment to worksites;

� construction vehicles travelling on public roads and working around worksites; and

� construction plant of a vibratory or percussion nature including piling plant and compactors.

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NMA has performed noise modelling to identify those properties where it is predicted that any of the above impactive activities may potentially cause exceedances of either night time noise goals or day time noise goals.

Noise modelling is undertaken by inserting construction plant and equipment sound power details and a digital terrain map into the noise model together with noise sensitive receivers which then generates results for each noise sensitive receiver. Where exceedances are identified mitigation measures are inputted into the model which may include any or all of noise barriers, Tunnel Enclosure Buildings, acoustically absorptive material, reduced plant sound power and/or modification to the construction process and required plant. The model is then re-run with the practical and feasible mitigation measures installed. If exceedances remain, the process is repeated in an iterative fashion until either an acceptable solution is found or it is determined that it is not possible to reduce construction noise any further.

The noise goals establish noise levels for “intermittent” and “steady” construction noise. The noise from construction is in almost all cases defined as intermittent or non-steady construction noise as the noise sources are mobile and generally not operated at the same power or load settings continuously. The main exceptions are tunnel ventilation fans, mechanical plant and conveyors which operate continuously and are defined as steady construction noise for the purposes of the noise goals.

Appendix 7 lists each of those premises where the noise level predicted as at March 2007 may potentially (but not definitely) exceed the noise goals at some stage during the construction phase. These predicted levels are subject to continuous review over time as the results of measurement of actual noise are obtained and correlated. These predicted noise levels will not be continuous throughout the construction phase but are the result of a specific combination of construction activities which can occur from time to time.

The predicted noise levels consider the whole of life of the construction phase and at each particular worksite focus on the peak noise generating activities and the periods of these activities.

5.3 Mitigation Measures

As stated above, at each worksite for each different type of activity mitigation measures are inputted to the predictive modelling in an iterative process to determine the optimum and practicable means of noise attenuation. There are four main worksites:

� Gibbon Street (Woolloongabba);

� Shafston Avenue (Kangaroo Point);

� O’Connell Terrace (Bowen Hills);

� South East Freeway (and Ipswich Road).

Of the above, work at the South East Freeway is limited to surface type work. At each of the other three sites Gibbon, Shafston and O’Connell Terrace surface type work and above ground activities associated with underground works is carried out inclusive of shaft sinking.

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The primary measure to mitigate the noise generated by the surface activities required to service the underground works at each of the three “underground” worksites is provision of a high performance acoustic enclosure (Tunnel Enclosure Building) which in effect constitutes a building to contain the whole of the above ground operations which service the underground work so that spoil excavation can be done on a 24 hour basis within worksites and reduce noise levels. The Tunnel Enclosure Buildings also serve to effectively control dust emissions.

Underground excavations require extraction of airborne dust to maintain a suitable work environment in the tunnels. This dust is extracted by means of ventilation plant located on the surface and generally contained within the Tunnel Enclosure Building and/or tunnel, however, particularly at the start-up some components will be outside the Tunnel Enclosure Building. In these instances the ventilation plant in question will be individually treated so as to meet night-time noise level goals. Some other general plant (such as compressors, water cooling towers, water treatment plants etc) will be outside the Tunnel Enclosure Buildings. Again these are individually treated to satisfy night-time noise level goals.

In addition to the Tunnel Enclosure Buildings to be installed at Gibbon, Shafston and O’Connell, a number of noise mitigation measures will be implemented at each of the main worksites to reduce noise associated with surface construction activities (e.g. bridge and road construction). The primary and more effective mitigation measures to attenuate noise generated by surface type activities comprise:

� low noise specifications for all plant, equipment and vehicles;

� design work areas to reduce noise generation and minimise the periods of time that mobile plant must reverse;

� limit operational characteristic of vehicles (i.e. limit operation of air brakes except in cases of emergency);

� temporary local noise barriers to reduce noise at adjoining properties;

� programme of activities (e.g. hours of work at particular locations); and

� fit of high-performance mufflers and similar measures to vehicles, plant and equipment.

Sections 5.4, 5.5, 5.6, 5.7 describe the specific noise mitigation measures used at each of the four main worksites.

5.4 O’Connell Terrace

The O’Connell Terrace worksite is the largest worksite for the NSBT and is active from October 2006 to December 2009. The initial impactive work on the site is blasting, carried out from November 2006 to July 2007 to perform the preparatory work for the more mechanised tunnelling operations and carried out at or below natural surface using blasting mats to mitigate the impact. Two Tunnel Enclosure Buildings will be constructed, one located adjacent to O’Connell Terrace for the main tunnelling operation and one located adjacent to the intersection of Earle Street and Horrace Street to enclose the stockpile and loading of tunnel spoil. These buildings will be constructed over the period March to December 2007. Roadheader excavation will commence in April 2007 and TBM excavation will commence in December 2007. Sufficient of the Tunnel Enclosure Building will be available when roadheader excavation starts to control the noise from this activity. The two conveyors linking the two acoustic buildings will also be acoustically treated.

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The Tunnel Enclosure Building to be located adjacent O’Connell Terrace and enclosing the TBM operations includes comprehensive acoustic controls. The Tunnel Enclosure Building comprises a high transmission loss roof and moderate transmission loss walls (much of the volume of the structure is below ground level). Internally operations have been located to limit noise emissions from the building. Doorways, ventilation and vehicle access points are positioned to avoid closeness to potentially noisy operations. Ongoing monitoring of activities both within the Tunnel Enclosure Buildings and externally will be undertaken to confirm the accuracy and acceptability of the acoustic design. The ventilation fans are provided with significant acoustic controls and will operate at very low pressures and accordingly low noise levels until some time late in 2008 when the TBM reaches the end of the tunnel at which time the pressure requirements will have increased significantly and the noise levels would be considerably higher however noise controls for the ventilation fans have been designed for this adverse situation.

Tunnel spoil will be removed from inside the Tunnel Enclosure Building located adjacent to the intersection of Earle Street and Horace Street 24 hours per day from 6.30am Monday to 12 pm midnight Saturday (“24/6 Spoil Hours”) inclusive. Large external screens are provided adjacent to the entrances and exits to control vehicle noise. The objective is for haul trucks to access and exit the site directly from the Inner City Bypass via new bridges constructed as part of the project. Haul routes are established via the Construction Traffic Management Plan.

The haul route has been devised to keep gradients as low as feasible. Noise barriers are installed adjacent to the route to screen and mitigate noise impacts for the closest residences. Spoil handling vehicles will be maintained in accordance with the Construction Traffic Management Plan and drivers will be instructed in vehicle operation to minimise noise emissions. The route alignment also uses the spoil handling facility as a noise barrier for departing vehicles. Haul trucks are tested quarterly to confirm compliance with noise levels specified in ADR 28/01.

Appendix 7 lists those properties predicted to exceed the noise goals as a result of spoil handling activities.

Over the 3 year period to December 2009, the Tunnel Enclosure Buildings will limit the peak noise levels from this worksite to those generated by the following surface type construction activities:

� vehicles traversing, entering and leaving the worksite;

� initial excavation activities up to March 2007 involving rock drilling and blasting;

� piled foundations for six bridges over Enoggera Creek involving bored piles;

� work to upgrade Lutwyche Road, a small part of which such as drainage, public utility crossings and resurfacing can only be done at night when low traffic flows prevail.

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Except the some very localised and short duration noise caused by activities such as piling, the peak noise level for the O’Connell Terrace work site is that associated with the initial excavation work which requires use of drilling and blasting. The drilling work generally carries quite high noise levels and available mitigation measures are limited. The initial excavation work up to March 2007 was carried out in Normal Hours and the actual noise levels measured in this precinct confirmed the predicted exceedances at the following properties:

� five storey units and several residences on Tufton Street;

� Mews Apartments top floors overlooking construction site; and

� units and three residences on Wren Street.

At March 2007 this initial work is complete and the exceedances at the above properties of relatively brief duration as the noise level reduced when the excavation reached 4 metres below the surface of which level it afforded a natural noise shield. The exception was the five storey units in Tufton Street, which was in a particularly difficult situation however following consultation, this building has been dealt with to the satisfaction of the owner, (Department of Housing), and the residents.

Piled foundations for bridges will be installed in the areas shown on the drawing at Appendix 8 over the period to December 2007. There are six bridges to be constructed, two close to the Mews (141 Campbell Street) and the remaining four beyond an existing bridge over the Enoggera Creek. LBB will give specific advance notification of any impact piling activities to the owners or occupants of the following properties which are in close proximity to the piling sites:

� The Mews 141 Campbell Street;

� 32 to 42, 44 Earle Street; and

� 18, 20 Byrne Street.

Night time road works will be required on Lutwyche Road for drainage works, public utility relocations and resurfacing of the Lutwyche Road pavement. For this night work consultation with the affected property owners will be undertaken and operational controls implemented if required including respite periods to mitigate impacts.

5.5 Gibbon Street

The sole purpose of the Gibbon Street worksite is to provide a temporary shaft which will be used to remove each TBM from its underground environment when excavation is complete at which time the site will be rehabilitated. The Gibbon Street worksite is located in a predominantly commercial/light industrial area however some residential, aged care and educational facilities are also located in the general area.

Impactive work at this site is generally limited to the shaft sinking activity which will be done by large mechanical rock breakers over the period January 2007 to August 2007. To attenuate noise generated by the rock breaking activity in the shaft during this period, a 3m noise barrier on the edge of the shaft excavation and a 5m high noise wall will be erected around the boundary. To further reduce noise an acoustically absorptive lining will be hung over the top 6.5m of the shaft excavation to absorb noise from rock hammering operations.

NMA predicts that in the period to August 2007, the following locations may be potentially impacted by noise levels exceeding the noise goals during rock hammering by approximately 5 dB(A):

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� Two storey units at 13 and 17 Hubert Street;

� 2nd floor of residential dwellings 13 Hawthorne Street; and

� Gabba Central Apartments (currently under construction and unoccupied).

No practicable measures are available for further attenuation of rock hammering, which is quite a common construction noise, other than to reduce as far as possible the duration from the planned 6 months. This activity will be notified to the occupants of the above properties prior to commencement of rock breaking activities and consultation will be ongoing during this 6 month (or less) period with weekly contact during the first month to confirm that amenity is not unreasonably affected. Additional mitigation measures will be considered as necessary on a case by case basis.

Except for the shaft sinking, all other work is performed wholly within the Tunnel Enclosure Building which will be installed around June 2007 prior to commencing roadheader underground excavation at this location which will commence in November 2007.

Once the Tunnel Enclosure Building is erected the only impactive activity is truck movements to transport the spoil from the site which will be limited to the Standard Spoil Haulage Hours. The number of haul vehicles for spoil haulage is relatively low with peak number in the order of 5 to 6 vehicles per hour averaged over the day. With the low number of vehicle movements and the noise walls in place adverse impacts are not predicted.

5.6 Shafston Avenue

At Shafston Avenue two geographically separate construction operations are performed for some 2½ years from January 2007 to June 2009:

� a roadheader tunnelling operation is carried out on a block of land on the west side of Shafston Avenue wholly within the Tunnel Enclosure Building constructed on that site (“Shafston Underground”); and

� Shafston Avenue itself is widened generally to the crest by resuming properties and then constructing 3 new lanes around the middle of existing roadway which serve as ingress/egress to the tunnel at this point for eastern suburbs traffic (“Shafston Surface North”).

In preparation for the roadheader tunnelling work to commence in February 2007 shaft sinking was completed in January 2007. This work was mitigated by providing 3m noise walls constructed around the perimeter of the site adjacent to a number of properties in Quinton Street and Connor Street. Blasting was carried out at or below natural surface using blasting mats to mitigate the impact.

The Tunnel Enclosure Building completed in February 2007 is designed so that night time tunnelling operations and spoil storage within the Tunnel Enclosure Building satisfy the noise goals set out in Section 5.1. Noise emanating from the Tunnel Enclosure Building has been measured during March 2007 and has been found to demonstrate compliance with the subject night noise goal. Spoil haulage is limited to Standard Spoil Haulage Hours.

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The Shafston Surface Work to construct the tunnel entrance in Shafston Avenue requires four Stages to allow construction of new roadway while maintaining existing traffic lanes (see Appendix 9 for staging plan). The first three stages involve relocations of Shafston Avenue traffic onto temporary pavements to allow construction of the final pavement alignment. The fourth stage is rock excavation for the tunnel portal which will commence following completion of surface roadworks. Tunnel portal excavation will involve drilling and blasting to remove the rock. The roadheaders will break through from underground into the portal after surface works construction is complete.

The noise goal for the Shafston Surface Works is not to exceed the pre-existing traffic noise levels of some 68 dB(A) to 75 dB(A) for most exposed facades adjacent to Shafston Avenue. NMA predicts that peak noise levels will be generated by rock drilling and to a lesser extent rock hammering within the portal cut. Rock drilling is predicted to result in noise levels up to 10 dB(A) higher than existing traffic noise levels and rock hammering predicted to result in noise levels in the order of 5 dB(A) greater than existing traffic noise levels at the most affected properties but only for the following periods of time:

� May 2007, October 2007 and April 2008 when line drilling of rock is carried out along the perimeter of the portal excavation; and

� March 2008 to December 2009 intermittently for rock bolting, bulk excavation works comprising drill and blast operation and trimming of excavation by rock hammering.

There will be surface operations carried out at, or close to, pre-existing street level. These operations are exposed and close to noise sensitive receptors. These operations including paving and finishing works associated with the portal. These are potentially noisy works leading to elevated noise levels but are of comparatively short duration. As the work progresses below the level of Shafston Avenue it will be naturally diminished by the shielding effect of the excavation so that for a lot of the time, the noise levels will not be discernible from the existing traffic noise.

The acoustic controls implemented for the work carried out at surface level and for those lower level activities which potentially cause noise levels greater than traffic levels comprise:

� 2.4m high noise walls surrounding (as far as practical) the portal;

� line the upper 3m of the portal with a sound absorptive material;

� rock drilling and rock hammering contained with the portal cut; and

� process changes to limit the amount and severity of rock hammering.

Appendix 7 identifies those premises at which the noise caused by construction is predicted to exceed the noise associated with the existing traffic flows.

The amount of rock hammering will be minimised where possible. The line drilling operation will be over cut to provide additional clearance for the specified tolerances which will reduce the amount of rock hammering required to trim the excavation face. New and well maintained construction plant with low noise emissions will be utilised to reduce potential for noise impact.

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Consultative measures will be established early. Advanced notification of affected owners and occupants and ongoing consultation will be maintained. Mitigation measures which will be considered in consultation with affected owners and occupiers on an individual basis. Potential mitigation measures include intermittent restriction on morning start time to 7:30am and respite periods throughout the day. Noise monitoring will be undertaken throughout construction at the nearest affected properties to actively manage potential impacts from these noisier activities.

5.7 South East Freeway

This refers to work in two separate geographic areas:

I. along South East Freeway; and

II. along Ipswich Road.

Along the South East Freeway from Cornwall Street (Duke Street on ramp South East Freeway) to Petersen Street (Woolloongabba) the existing road carriageway is to be widened by approximately 10m to provide sufficient space within the widened road reserve to construct the connection of the South East Freeway to the NSBT. The bulk of this work will be carried out during the period from January 2007 to mid 2009. The work along the South East Freeway requires these activities adjacent to a number of local roads between Cornwall Street:

� remove existing vegetation and (in some cases) noise wall;

� place soil material to widen embankment by some 10 metres;

� construct new pavement on widened embankment; and

� install new noise wall on edge of new pavement.

NMA has modelled the construction methods to be used here and has predicted that at those premises listed in Appendix 7 the noise levels will exceed the level of the pre-existing road traffic noise which provides the benchmark for mitigation in accordance with Section 5.1.

There are four subzones along the south East Freeway, from south to north these are:

� Regent to O’Keefe Street. Work comprises embankment construction and widening of the South East Freeway on ramp;

� O’Keefe to Morrisey Street. The work here involves bridge widening at O’Keefe Street, lowering O’Keefe Street, removal and reconstruction of pedestrian bridge over the Southeast Freeway and embankment removal. The earthworks associated with the widening of the South East Freeway comprises widening of an existing cut which provides a natural shield for these works. The existing South East freeway noise barrier is to be demolished and replaced at close to it’s ultimate alignment along much of this segment;

� Morrisey Street to Park Road comprises bridge construction and some of the Ipswich Road works. The main noise source being piling. This work is currently underway and LBB will give specific advance notification of any impact piling activities to the owners or occupants of the following properties which are in close proximity to the piling sites, 71, 73 and 77 Abingdon Street, 15, 17 and 27 Dibley Street, 5, 6 and 8 Albert Street, 156, 158, 159, 160, 162, 164, 166, 169, 170, 171, 172, 173 and 174 Park Road; and

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� Park Road to Peterson Street comprises embankment construction. The options available to control noise at this location are constrained by proximity of residents and the height of the embankment construction. Initially the embankment will be at or below the level of residences. However, as the embankment reaches it’s ultimate height it will be above the height of residences. Thus noise barriers are not practicable since any barriers, semi-permanent, temporary, movable or otherwise can only be placed on the embankment being created. Noise controls comprise maintaining the existing roadside barriers (to limit road traffic noise) in conjunction with establishing the ultimate barriers at the earliest possible opportunity. LBB will keep as short as possible the period (if any) when neither the roadside or permanent barriers are available.

In the four subzones the number of properties calculated to exceed the noise goals are:

� Regent to O’Keefe Street 11 properties;

� O’Keefe to Morrissey Street 10 properties;

� Morrisey Street to Park Road 20 properties; and

� Park Road to Peterson Street 18 properties.

In total, some 21 properties south of Ipswich Road and 38 properties north of Ipswich Road may potentially experience an exceedance up to 9 dB(A). The pre-existing road traffic noise levels establish the construction phase noise level goals at residences along the SE Freeway.

It is recognised that the demolition of the South East Freeway noise barriers may lead to adverse impact from increased road traffic noise from the South East Freeway on residences. To minimise this impact LBB will:

� progressively demolish and replace the existing noise barrier (this limits the size of the temporary gap in the noise barrier); and

� design and construct noise barriers adjacent to the cut and cover excavation on the western side of the South East Freeway.

There are also works in local roads away from the main construction areas. These works are typical of Council road works being both minor in nature and having a comparatively short duration and noise controls other than that normally provided by Council are not proposed. Advance notification for adjacent home occupiers will follow normal practice.

5.8 Regenerated Noise

Some tunnelling activities for the NSBT will pass in close proximity to residential areas. These activities have the potential to cause levels of vibration that are both perceptible and audible. This vibration will be particularly evident in ground floor areas in premises near the path of the tunnel. Building occupants may detect vibration in a building structure or it may produce audible regenerated noise within the building. Ground vibration reduces as it passes from the ground into the columns and foundations of a building. It also reduces in magnitude as it travels up the building from floor to floor.

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Regenerated noise is caused by vibration in floor and wall elements and as such is radiated into a room. Accordingly, the noise cannot be mitigated, for example, by closing windows and doors. The effects of regenerated noise levels cannot be readily reduced however they can be anticipated and ameliorated by the use of rapid, effective responses to complaints and timetabling of activities to coincide with reduced community sensitivity to noise. Prediction of regenerated noise levels depend on the ground strata, the structure of the building and the internal acoustical characteristics of the buildings and rooms in which regenerated noise is being considered.

Those premises likely to experience higher than normal levels of regenerated noises are listed in Appendix 7. The highest regenerated noise levels are expected to occur when the TBM or road header is at its closest approach to the receptor. However, the noise will become noticeable (if it is to become noticeable) at least several days prior to reaching its maximum for that site. The mitigation measures for this operation are based around this aspect of the operation. It is recognised that not all properties will respond to regenerated noise in a similar way.

Consultation will be carried out with property owners and occupiers within the path of the tunnel excavation to advise of the approach and facilitate subjective assessment by the building occupants and objective measurement by the LBB. In the event that regenerative noise levels are considered excessive, additional mitigation measures will be considered. This may include temporary relocation of occupants for that very short period of time possibly up to 2 nights maximum while the TBM or roadheader progresses past the property.

5.9 Monitoring

NMA has determined from all of the sensitive places identified in the predictive modelling, ten (10) representative monitoring locations as shown in Appendix 6 where on-going monitoring of construction noise levels relative to the guidelines established in the Construction EMP will be conducted. Monitoring of construction noise is carried out in accordance with the accredited procedures set out in AS 1055-1997. These representative sites are typically the most adversely affected of the residential groupings surrounding the various worksites.

Integrating sound level meters and accompanying calibrators which are robust, field-proven and capable of measuring instantaneous noise will be used as well as various statistical noise measurements (e.g. LAeq). All instruments will be calibrated and maintained as per factory recommendations. To maintain residents’ privacy these sound level meters are set up external to buildings. Because all the above referenced noise goals are the levels measured internally to a building, a nominal correction factor of 5 dB(A) to reflect attenuation provided by the building structure is deducted from the externally measured level to represent what the noise level would be if measured internally. The actual correction factor varies from property to property, however the nominal correction factor of 5 dB(A) would be representative of an ‘Old Queenslander’ with open windows. It is taken as being representative of all properties unless specific assessments of individual properties has been carried out. The correction factor for most other building would be higher and those properties with air conditioning and closed windows (including ‘Old Queenslanders’ would achieve much higher noise attenuations.

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NMA will perform all required monitoring for complex situations however for more routine measurements LBB’s environmental team will perform the work after being trained by acoustic specialists. Noise levels associated with a wide range of construction equipment are measured to confirm ongoing compliance with the noise levels set out in AS 2436 – 1981.

LBB will report the results on a monthly basis in accordance with Section 13. Consultation specific to noise at sensitive receivers has been (or will be) undertaken at properties nominated above identified as exceeding the internal noise goals by a significant amount (nominally greater than 5 dB(A)).

The complaint management system outlined in Section 12 is used in addition to the monitoring outlined above to identify and respond to noise impacts caused by construction. Mitigation measures are reviewed in response to monitoring and complaints and additional actions taken generally in some form of specific property treatment as necessary in consultation with affected persons on a case by case basis.

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6. VIBRATION

Section 6.0 Vibration when read in conjunction with Section 5.0 Noise represents the Construction Noise and Vibration Management Plan which describes the means of managing the impacts of noise and vibration during construction for which the environmental objectives are to:

� maintain a reasonable acoustic environment for living and use of properties along the corridor of construction influence during construction works;

� mitigate and manage the vibration impacts along the corridor of construction influence; and

� establish early and effective consultation with concerned owners and occupants of property in zones influenced by construction.

This part of the Construction Noise and Vibration Management Plan describes solely how LBB will achieve the performance criteria relevant to vibration which comprise:

� adopt suitable construction techniques to achieve a ‘reasonable’ vibration environment within the zone of influence, having regard to the scale and duration of construction works, the nature of the terrain through which the construction works are to pass and the character of land use activities;

� if required, identify and implement other reasonable and practicable mitigation measures to achieve vibration objectives for construction works;

� undertake continual monitoring to ensure reasonable environmental conditions are being maintained within the corridor of construction influence; and

� report regularly on the performance in relation to vibration goals.

The Construction Noise and Vibration Management Plan must be read in conjunction with the Construction Vehicle Management Plan referred to at Section 1.0 which governs the operation of LBB’s construction fleet including matters which may otherwise contribute to vibration. Regenerated noise caused by vibration is experienced as noise and is addressed in Section 5.0.

In addition to the key State and local government approvals referred to in the Introduction, the following guidelines are applicable to construction activities which cause vibration:

� Department of Main Roads Standard specification MRS 11.55 – use of explosives in roadworks;

� Environmental Protection Regulation, 1998 Section 6I Reprint 2C;

� AS2187.2 – 2006: Explosives – Storage, transport and use – Use of explosives;

� AS2670-1990: Evaluation of Human Exposure to Whole Body Vibration; and

� BS6472-1992: Evaluation of Human Exposure to Vibration in Buildings.

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Those activities which are carried out above ground either as surface type work associated with bridge and road construction or associated with underground activities and which can cause vibration are generally limited to:

� underground excavation by roadheader or TBM;

� blasting;

� rockbreakers;

� vibratory rollers; and

� pile-foundations for bridgeworks.

For surety in the matter of the potential for damage to be caused by vibration, LBB will prior to commencement of construction conduct building condition surveys of properties identified in the predictive modelling as potentially experiencing elevated levels of vibration.

Human perception and sensitivity to vibration is variable. Because of this varied individual response, the management of vibration is based on early engagement with impacted property owners which is in addition to the general consultation activities described in Section 12.0 of this Construction EMP. In particular, before tunnelling and other work likely to cause vibration at the surface are carried out LBB will consult with occupants of potentially affected premises, to notify the range of works proposed, their planned duration and possible effects and predicted levels of vibration. The predicted level of vibration which may cause regenerated night time noise levels to be considered is reported in Section 5 Noise.

Predictive modelling results for vibration will be subjected to continuous review to correlate with measurements of actual vibration levels and having regard to the potential for impact on human comfort, the risk of cosmetic damage to buildings or damage to the contents of sensitive equipment within buildings.

6.1 Vibration Goals

Vibration goals and guidelines have been specified for various operating conditions, including equipment types and times of operation. The goals and guidelines have been adopted to achieve an acceptable level of human comfort for persons exposed to the works activities as well as necessarily eliminating cosmetic damage to buildings.

When the night time work is undertaken and the predicted level of vibration within sleeping areas of potentially impacted properties exceeds 0.5 mm/s peak particle velocity (considered a ‘low probability of reaction’ as defined in AS2670.2:1990), consultation with occupants of potentially affected premises to develop reasonable and practicable mitigation and management measures will be carried out.

For all other situations, there is very minimal risk of cosmetic damage if the vibration is limited to the guide values in the table below where the number stated for each building type is measured in the standard unit of peak particle velocity in mm per second.

Building Category

Vibration Type Heritage Listed Residential Sensitive

Commercial

Transient Vibration 2 10 10

Continuous Vibration 2 5 5

Buildings located near the underground works and classified as heritage will be addressed individually via detailed building condition surveys and specific

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controls will be tailored to suit the building condition. Acceptable vibration criteria may vary from the values identified in the previous table. Note in the above table that:

� transient vibration relates to an activity like blasting which results in momentary elevated levels of vibration above the background level of vibration and is measured in the ground directly adjacent to the potentially impacted building. The duration of the vibration is short term, generally not more than several seconds; and

� continuous vibration is produced by vibratory rollers, TBM’s, roadheaders, and most other mechanical equipment. The level of vibration is generally less although the duration is longer, often minutes to hours.

In most cases, those construction activities which cause vibration to be experienced by nearby residents are of relatively short duration as the activity normally progresses quite quickly along the route of the work.

The duration of vibration effects as the TBM passes below properties positioned on the alignment will vary and will be dependent upon the depth of the tunnel, the advance rate of the TBM and the relationship between vibration and distance. Modelling has indicated a scenario for residents located 25 metres immediately above the tunnel alignment as follows:

� as the TBM approaches the property and the vibration becomes perceptible, the vibration will continue to increase for approximately 3 days until the peak level of around 1mm/s is reached;

� after the peak vibration is reached and the TBM advances from the property, the vibration reduces for another 3 days at which time the vibration is again considered imperceptible;

� vibration exceeds the 0.5mm/s limit around 1 day after which it is first perceptible and continues to increase towards the peak over the next 2 days;

� the total period of perceptible vibration is around six days for a property located 25 metres directly above the alignment with the TBM advancing at a rate of 20 metres per day. The total period where vibration is above 0.5mm/s is around four days.

If the depth of the tunnel increases to 40 metres, the onset between perceptible vibration and vibration exceeding 0.5mm/s is 2 days with a total period of vibration above 0.5mm/s of around 1 day.

The primary control on those activities which cause vibration is to limit the times at which they may be carried out to the Normal Surface Hours and Normal Underground Hours as defined upfront in this Construction EMP. Specific highly impactive operations such as blasting will be carried out between the hours 07:30 to 16:30, Monday to Friday, unless otherwise permitted by the relevant Authority.

6.2 Blasting Permits

BCC is the relevant Authority responsible to issue permits for blasting work carried out in areas under Council’s jurisdiction for construction of projects such as the NSBT. Applications to BCC for blasting permits are supported by technical information prepared by LBB’s specialist advisor Heilig & Partners (“Heilig”).

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The requirements considered by BCC in issuing its approval for blasting permits are:

� generally consistent with the Queensland Environmental Protection Regulation limits;

� less than vibration limits imposed on other successfully completed projects around Brisbane (such as the Inner City Bypass and Inner Northern Busways); and

� less than the vibration limits imposed on longer duration projects (e.g. quarries).

� The following levels have been approved in blasting permits issued by BCC for other similar construction works:

� for vibration of more than 35Hz – not more than 25mm/s ground vibration, peak particle velocity; or

� for vibration of not more that 35 Hz not more than 10mm/s ground vibration, peak particle velocity.

Heilig has determined that the limits prescribed in the Environmental Protection Regulation 1998 are appropriate for residential and commercial properties and, having regard to the smaller scale of blasting and the higher frequency, provide a safe limit.

In addition to blast vibration, blast noise or airblast overpressure must also be measured and controlled. The requirement is to limit transient airblast over-pressure to 115 dBL in peak hold for 4 out of 5 blasts and to not exceed 120 dB (linear) peak for any single blast.

In some limited cases, compliance with the above vibration and airblast overpressure goals will not be practicable, and additional mitigation and management measures will be implemented to minimise adverse impact including advanced notification and consultation, pre-construction property condition surveys, monitoring and post construction property condition surveys.

Vibration monitoring results are provided to BCC weekly together with an assessment and if necessary details of any proposed mitigation measures to be implemented prospectively to further mitigate the impacts of transient blast noise and vibration.

6.3 Modelling Predictions

The NSBT route has been selected by BCC as the best fit taking into account a wide range of considerations. The design of the NSBT has endeavoured to use good practice to minimise the impactive nature of the construction work in relation to vibration resulting from both underground and surface work. However, after taking all practicable mitigation measures the alignment of the tunnel underneath densely populated areas will cause some unavoidable vibration impacts.

The nature and extent of these potential vibration impacts has been assessed by Heilig using predictive modelling analysis which responds to the following questions:

� how is modelling effected for each of the main generators of vibration comprising blasting and tunnelling by TBM (or roadheaders)?

� what are the results of such modelling?

� what is the effect on heritage listed buildings?

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The modelling predictions will be subsequently validated by measurement of actual vibrations carried out as described in subsection Monitoring. Where necessary, revised predictions will occur as additional monitoring data are collected.

The purpose of vibration modelling is to identify all properties potentially impacted, to assess the impact and to provide a basis for discussion with affected owners regarding any particular mitigation measures which may ameliorate the impact and also to determine which properties should be the subject of a condition survey. Building condition surveys are performed for all structures identified by the modelling as potentially impacted prior to commencement of regular impactive activity at any particular worksite. Properties for which predicted vibration levels exceed 8.5mm/s will be subject to a pre-construction condition survey to determine existing condition. The survey will provide a baseline measurement for the existing condition of residences, businesses, schools and places of heritage significance. Predictive modelling results for vibration are reviewed as construction proceeds along the corridor of construction influence, having regard to the potential for impact on human comfort, the risk of cosmetic damage to buildings and the contents of sensitive buildings.

Heilig has performed predictive modelling for each of the main sources which will generate vibration generally examining a 200 metre wide band centred on the tunnel which represents the general limit of construction influence. There are in excess of 1000 properties within 200 metres to the east or west of the NSBT alignment comprising a mix of single-storey dwelling homes, multi-storey residential apartment buildings, churches, schools, university buildings, hospitals, aged care facilities and a range of business premises. The three primary construction activities which generate vibration are:

� TBM and roadheader excavation;

� Blasting, both tunnel and surface works; and

� surface works involving intermittent use of vibratory or impulsive type plant.

The following subsections describe the measures taken to mitigate the impact of vibration at those locations where modelling has predicted that goals/guidelines will be exceeded unless such measures are taken.

6.4 TBM and Roadheader operations

TBM excavation is carried out over approximately 4.5km from Bowen Hills to Woolloongabba and roadheader excavations are carried out locally at three areas:

� Bowen Hills;

� Shafston Avenue; and

� Gibbon Street.

TBM and roadheader excavation extends over the period March 2007 to June 2009. Measures to mitigate the vibration impacts of underground excavation are limited. Roadheader tunnelling will always provide lower levels of vibration but the use of roadheaders is limited to areas where suitable relatively low strength rock exists and TBM/roadheader cannot be interchanged once the TBM has commenced excavation.

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The predicted level of vibration depends on:

� proximity of the property to the tunnel, including both the depth of the tunnel below the surface and the horizontal distance between the tunnel alignment and the property; and

� method of excavation – i.e. whether TBM or roadheader (TBM vibration levels are higher than those generated by a roadheader).

Vibration data on TBM equipment has been sourced from multiple sites throughout the world and adjusted to compensate for the different geology and tunnel diameter. A relationship between distance and vibration level has been determined and used to estimate the level of vibration for all properties within a 200 metres radius of the tunnel. Similarly, data on road headers has been sourced from other projects, including local projects in the Brisbane area, and again adjusted to reflect the different size of the road header and where necessary, different geology. A similar relationship is used to predict the level of vibration at each potentially affected property, within a 200 metres radius of the tunnel.

A database of properties has forms the basis of ascertaining the proximity of all properties to the tunnel alignment. For each property, the distance to the tunnel has been calculated and based on whether a TBM or roadheader is scheduled to operate in the immediate vicinity of the property, the level of vibration has been determined.

Irrespective of the depth of the tunnel, for those properties lying further than 70 metres from tunnel alignment, the level of vibration is expected to be less than 0.25mm/s, or imperceptible to the majority of residents. For those properties where the predicted level of vibration exceeds 0.5mm/s, representative monitoring to validate the predicted levels will be undertaken. The noise experienced as a result of vibration emanating from roadheader or TBM operations (“regenerated noise”) is more fully considered in Section 5 Noise.

Heilig has predicted premises where vibration levels are expected to exceed the evening vibration criterion of 0.5mm/s. A table showing the results is included at Appendix 10. The table covers both TBM and roadheader generated vibration.

The TBM vibration effects indicate that the majority of properties with 200 metres of the tunnel alignment will receive vibration levels less than 0.25 mm/s which for all intents and purposes is imperceptible with respect to vibration. Heilig concludes that the residents of properties where the predicted vibration is greater than 0.5mm/s may potentially experience sleep disturbance as a result of the tunnelling activities. The occupiers of these properties will be consulted to determine reasonable and practicable mitigation and management measures.

Consultation will include notification of the likely duration of impact, scale of impact and potential mitigation measures which include reduction in thrust force for the TBM or temporary relocation if impacts are found to be unacceptable by the occupants. Approximately one month prior to the occupants experiencing the vibration LBB will advise the occupants quite openly and transparently and as accurately as possible the likely duration of impact, scale of impact. These advices will progressively become more accurate as actual results of monitoring become available following initial TBM excavation.

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Individual reaction to vibration varies quite a lot and the response from occupants will vary from accepting that the short duration of the impact is satisfactory to cases where it is not considered acceptable. For the latter LBB will propose to the occupants that it will arrange at its own cost alternative suitable temporary accommodation. For any occupants in special circumstances, LBB will agree on a reasonable measure.

6.5 Surface Works Blasting

Blasting was carried out locally at Bowen Hills and Shafston Avenue for the period from October 2006 to April 2007. In addition, blasting of varying scales will also be used for the construction of both the portal at Shafston Avenue and the northern ventilation shaft at Bowen Hills and Woolloongabba. Drilling and blasting will also be used in the tunnel excavation from 2008 to 2009 intermittently to excavate cross passages as addressed in Section 6.6.

The proposed scale of blasting for surface related activities will be controlled by the requirement to comply with vibration and air overpressure as listed in Section 6.2. All blasting methods will be designed to comply with the zero flyrock tolerance policy.

Blasts will be carefully designed to mitigate against building impacts and ensure quality of life for adjacent residents is maintained. If necessary, gradually increasing trial blasts will be undertaken to calibrate a blast prediction model and establish safe design parameters. Vibration data from blasting in similar rock types will be initially used to asses the design and determine what, if any, mitigation is required to achieve the goals. The accuracy of the blast vibration prediction model will continue to be refined as data from each blast and each monitoring site are analysed. The updated model will be used for each blast. A separate model will be developed for each surface area to account for possible variations in the geology.

Each blast will be reviewed by Heilig to estimate the level of vibration at each of the nearest properties. No blasting will occur unless the design has been reviewed and confirmed as acceptable. Where vibration levels remain in compliance, but are significantly above those previously recorded at any property, residents will be notified.

The identified surface works areas where blasting may be required have been identified. The scale of blasting will vary according to the proximity of the nearest properties with the following table providing an estimate of the expected level of vibration. The levels in the following table are calculated on the basis of 1 kilogram of explosive per delay. Other explosive weights may however be used depending upon the vibration level measured at the nearest properties.

Activity Locations, timing and

comment Typical anticipated

vibration levels (mm/s)

Tunnel access shafts Shafston Avenue

Surface portals to tunnels Shafston Avenue

O’Connell Terrace

Ventilation shafts O’Connell Terrace

Woolloongabba

10 metres – >25 mm/s

20 metres - >25 mm/s

30 metres – 25 mm/s






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All blasts will be designed to comply with the Environmental Protection Regulation. In the unlikely event that the Environmental Protection Regulation vibration levels are exceeded at any property, a property condition inspection will be arranged within 24 hours to assess whether there has been damage to the structure. A comparison with the pre-construction condition survey will form the basis of any assessment of damage. Cosmetic damage is unlikely to occur at vibration levels of less than 50 mm/s (ref AS2187.2 2006) and accordingly no properties are expected to be damaged either cosmetically (cracking of plaster, flaking of paint etc.) or structurally. Residents around the blasting activities will commonly perceive levels of vibration less than several percent of the vibration levels considered to represent the on-set of superficial damage and may wrongly correlate perceived vibration with building damage

In addition to vibration and airblast overpressure controls, the other primary measure available to mitigate the effects of blasting is to schedule the blasting operations at the most suitable times, generally between Monday to Friday and between the hours of 7.30am and 4.30pm. The actual window of blasting will be determined by reviewing traffic data flows and selecting times which minimise disruption to both traffic and pedestrian. To further reduce unexpected startle effects on residents around the blast areas, these times will be relayed to residents in advance of the blasting.

Blasting to April 2007 has been monitored carefully and patterns adjusted to suit the results with the outcome of no damage being caused however a number of residents have expressed concern regarding the levels of vibration experienced from the blasts, albeit with no reported building damage. These concerns are addressed as part of community awareness programs undertaken prior to any blasting activities in new areas.

6.6 Tunnel Blasting

Blast patterns used to excavate the cross passages will be designed to comply with the vibration levels specified in Section 6.2. The primary control measure will be the quantity of explosives loaded into a single blasthole. Where the distance to the nearest potentially affected property is small and the nominal 1kg of explosive is predicted to exceed the vibration limits, the quantity of explosive and therefore the length of the blasthole will be decreased to reduce the vibration level. In the Shafston Avenue to South East Freeway area of the project where the cross passage depth is shallow and properties lie very near to the tunnel alignment, blasting some of the cross passages may not be possible and may require excavation by alternative methods. A summary of potentially affected properties is given in Appendix 10.

6.7 Surface Works

Vibration to a lesser degree can be caused by surface work activities associated with construction of bridges and roadworks. The surface works activities that are associated with bridge and road construction which can cause vibration are generally limited to:

� rockbreakers/hydraulic hammer;

� vibratory rollers;

� pile-boring for bridgeworks;

Each of the primary worksites is characterised by some or all of these vibration sources over the nominal period October 2006 to June 2009.

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Vibration data have been collected from multiple sites, both within Australia and internationally, and have provided the basis for the calculations used to determine the level of vibration as a function of distance from the different types of equipment. Other vibration data collected around Brisbane in rock types similar to those identified along the tunnel alignment have also been analysed to further identify and improve how the level of vibration decays with distance from the source.

For each piece of mechanical equipment that will be used on the surface works site, a relationship between vibration levels and distance, has been identified and adjusted to best reflect the Brisbane rock types and size of equipment. The relationship will continue to be further refined as data from each site and equipment type are collected and analysed.

Although the vibration from mechanical methods linked with the surface works is lower than that generated by any blasting activities in the same area, the vibration persists for a longer duration and is often more perceptible to adjacent residents.

Measures available to mitigate vibration impacts include:

� information to adjacent residents, including operating times and durations;

� respite periods;

� static rollers;

� where practicable implementation of alternative processes; and

� temporary relocation of affected persons.

Vibration monitoring is undertaken at commencement of the nominated vibration generating activities to confirm predictions and compliance with the vibration goal. The applicable vibration goal for continuous vibration is 5mm/s. Vibration levels will be continually recorded and the information analysed to update the relationships for each equipment type. The updated information will be used to revise existing predictions and notify any potentially affected properties.

6.8 Heritage Buildings

Heritage listed properties on both the State heritage register under the Queensland Heritage Act 1992 and BCC’s heritage register under the City Plan are located within the 200m zone along the tunnel route. These properties are listed in Appendix 11.

A number of heritage listed properties are situated within close proximity of the tunnel alignment and surface work areas. Some of these buildings, due to the construction materials used and/or their age and subsequent fragility, may be considered more susceptible to vibration induced damage than building components commonly associated with residential or commercial buildings. For example, plaster elements such as ceiling roses are readily prone to cracking and breaking.

The 2mm/s criterion set out in Section 6.1 derives from the German DIN4150 Standards and therefore heritage listed structures designed to be protected by this standard are significantly older and less robust than structures along the NSBT alignment. Heritage listed structures around the NSBT are expected to tolerate higher levels of vibration without damage. AS2187.2 standard further confirms this by not imposing any additional restriction for heritage structures.

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Therefore, whilst the importance of maintaining the integrity of “heritage” structures is accepted, each of the “heritage” structures will not be distinguished from other commercial or residential type structures by imposing a lower vibration limit, but rather by imposing a more detailed condition survey and an increased scale of monitoring, in particular:

� detailed condition surveys, including high resolution digital images;

� dedicated vibration monitoring instrumentation linked with pro-active capabilities to notify the equipment operator when the vibration levels approach specified limits;

� glass slides or “tell tale monitors” placed over select open cracks or discontinuities and inspected weekly to confirm that there are no adverse effects of the construction activities; and

� state heritage listed properties where the predicted vibration level exceed 2mm/s will have a Cultural Heritage Management Plan which addresses existing heritage value, potential impact with respect to existing condition of building and monitoring techniques for the period of potential impact.

The predicted vibration levels at each of the heritage listed buildings is less than 2mm/s for any of the surface blasting except for the following structures for which each relevant asset owner has been engaged to agree suitable mitigation measures:

� RNA wall and stand;

� Parts of the Brisbane Exhibition showground including Beef Cattle Pavilion, Dairy Cattle Pavilion, Livestock Pavilion and the John McDonald stand in Showring No 1; and

� Leckhampton House, 59-69 Shafston Avenue Kangaroo point.

LBB will engage suitably qualified persons to prepare site specific CHMPs comprising condition assessments for State heritage listed structures that may be affected by vibration or settlement. The site specific CHMPs will include specification of monitoring requirements for these structures, which shall be determined in liaison with Heilig and also a building condition survey to ensure impact from construction activities is minimal. Specific control measures will be identified by the specialist consultants in the Cultural Heritage Management Plans to minimise impacts on these heritage listed buildings.

Surveys of these heritage buildings will be conducted in conjunction with a specialist heritage architect to ensure that an accurate record is obtained of particular building features that may be at risk due to the sensitivity of building materials (e.g. decorative plaster cornices) pre-existing damage to masonry surfaces.

Specific monitoring locations will be continually assessed in consultation with specialist consultants as construction progresses.

6.9 Monitoring

This subsection on monitoring responds to these questions:

� how are the predictive results validated by monitoring?

� what specific consultation is done for vibration impacts including property condition surveys?

� how are the results reported and made available?

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At sensitive places identified in the predictive modelling LBB will conduct on-going monitoring of vibration levels relative to the guidelines established in this EMP. Such monitoring is carried out in conjunction with ongoing consultation with property owners and/or property condition surveys to validate the results of predictive modelling and if necessary provide data to take corrective actions in the event of inconsistencies. The monitoring system will serve the dual purpose of confirming compliance as well as providing a detailed database which can be interrogated by site engineers for both blast design and determining operating times for TBMs and roadheaders.

A vibration monitoring and data management system will be used to measure blasting and mechanical (TBM and Roadheader) induced vibration. Instrumentation will upload the data from each of the monitoring locations. Calibrated vibration monitors which comply with the relevant Australian Standard (AS2187.2:2006) will be utilised to monitor vibration levels from operation of roadheaders and TBM’s.

The results will be reported on a monthly basis to the Community Liaison Groups. The results will also be posted on the website and will include report on the corrective actions taken to mitigate and manage any substantive exceedances.

The longer duration vibration generating activities are underground where vibration monitoring locations have been defined according to the proximity of potentially sensitive infrastructure to the blasting activities. Monitoring locations will be identified at residential properties to record any vibration produced by the TBM or roadheader activities. As work at a given location is completed, equipment will be relocated to another area.

In addition to the general consultation protocols prescribed in Section 12.0 Consultation of this Construction EMP, certain specific procedures will be used to inform affected property owners of the local construction program and any potential impacts with occupants of affected premises in the zone of influence of construction works likely to cause exceedances of vibration goals.

Such direct consultation will include advice of the range of works proposed, planned duration and the possible effects and predicted levels of vibration. It will also extend to regular local community updates on construction progress and specific advance notification of upcoming works which may cause higher levels of noise or vibration in local areas especially in all cases of high impact such as rock drilling, rock hammering and night time roadworks.

The following particular properties have been identified as having the potential for higher vibration levels and the owners have been or will be consulted so that a property condition survey can be effected before blasting commences at that location:

� Woolloongabba Land Centre - existing facade spalling issue and computer systems;

� Woolloongabba Telephone Exchange - existing structural cracking issue and computer system;

� Woolloongabba GoPrint - sensitive, heavy printing facilities;

� Golden Casket, Ipswich Road - sensitive computing equipment;

� Jurgens St Data Storage Centre (Suncorp).

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7. FLORA AND FAUNA

Section 7.0 Flora and Fauna describes the measures that will be implemented to manage impacts on flora and fauna. The environmental objective for flora and fauna is to minimise disturbance caused by construction, and to fully rehabilitate and maintain disturbed areas where appropriate. The associated performance criteria are to:

� take reasonable and practicable measures to ensure that native fauna is not harmed;

� restore habitat for native flora removed for construction purposes and rehabilitate vegetation communities; and

� rehabilitate and landscape construction sites as construction is completed.

The biggest single impactive activity on flora and fauna associated with the construction of the NSBT is that of clearing vegetation. Clearing will generally be confined to the construction worksites and bridge works within Enoggera Creek. In preparing detailed design of construction works LBB will generally endeavour to minimise disturbance to vegetation communities.

Construction of the NSBT does not affect any remnant vegetation protected under the Vegetation Management Act 1999. BCC’s Natural Assets Local Law 2003 will be reviewed to ensure any necessary approvals are obtained in relation to clearing regulated under the Natural Assets Local Law 2003.

Construction of bridge works in Enoggera will involve limited clearing of mangroves and marine plants which will require approval under the Fisheries Act 1999 and Integrated Planning Act 1997. The Department of Primary Industries and Fisheries (“DPIF”) is responsible for approving any clearing of marine plants and such clearing will be conducted in accordance with relevant approvals, including rehabilitation of affected areas.

In general, areas to be cleared will be clearly marked and distinguished from areas to be retained to avoid inadvertent clearing. The required extent of clearing shall be determined by surveyors prior to commencement of clearing with vegetation outside of the required construction area clearing marked with flagging tape or similar. Wherever possible, tree roots will be retained to help stabilise the site and to maintain bed and bank stability.

Wherever reasonable and practicable, clearing will be done progressively and disturbed areas will be revegetated progressively. Temporary stabilisation will be used where appropriate. Vegetation removed during the construction stage will be replaced in accordance with Urban Design and Landscape Plans prepared by EDAW. Local native species will be used except in those circumstances where the use of non-native species is more consistent with existing landscaping.

LBB will seek to locate its temporary facilities for vehicle access, material storage and areas for cleaning of plant and equipment to avoid the root zones of adjacent trees where possible.

Measures will also be implemented to ensure all native fauna is protected and is not intentionally harmed as a result of the works or worker actions. Work sites, such as trenches and culverts, will be checked each morning and after periods of inactivity to ensure that fauna is not trapped or likely to be harmed by construction activities. A licensed wildlife rescuer has been engaged to undertake inspections for clearing around the south-east freeway to identify any native fauna requiring relocation in which case the rescuer will capture the animal for relocation or recommend alternate management measures.

Two other key issues in relation to flora and fauna are management of:

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� red imported fire ants; and

� fig trees on RNA’s property.

7.1 Fire Ants

The Red Imported Fire Ant is a notifiable pest under the Plant Protection Act 1989 and Plant Protection Regulation 2002. The DPIF publishes detailed information on fire ant management and controls at the following website: http://www2.dpi.qld.gov.au/fireants/. The website includes maps of restricted areas.

The restricted areas maps indicate that fire ants may potentially be present in the environs of the NSBT at spoil disposal sites at Australia Trade Coast and the concrete batch plant and pre-cast yard (both near Brisbane Airport). There are no known fire ant infestations or restrictions in the vicinity of the main tunnel alignment or associated surface works areas. The restricted area maps will be periodically monitored by LBB to ensure that any changes made to the maps in the vicinity of the main tunnel alignment or associated surface works areas become known the LBB and accordingly any necessary changes will be made to the controls.

The placement of spoil within the Red Imported Fire Ant restricted area is controlled by the Plant Protection Regulation 2002. The Plant Protection Regulation 2002 outlines pest control measures for movement of all “high risk items” within and out of restricted areas. The movement of fire ants can occur through natural or human influenced processes. There are no procedures for the distribution of soil from an unrestricted site to restricted site. However, disturbance including compacting, covering, excavating or exposing soil of more than one cubic metre in a restricted zone requires an inspector’s approval. Such disturbance will be notified several days prior to the DPIF.

The Plant Protection Regulation 2002 recognises the movement of fire ants through “high risk items” such as soil, baled hay and straw, landscaping and construction materials and machinery and equipment that may have come in contact with the ground. Fire ants are quickly attracted to freshly disturbed soil, particularly during mating flights. During mating flights the winged queen ants fly up to 2km to colonise suitable new areas.

The management of fire ants will be undertaken in consultation with the Council Fire Ant Control Officer and the DPIF Fire Ant Control Centre. Implementation of controls will be achieved via forms and checklists developed in consultation with these regulatory authorities. Any discovery of fire ant infestations will be notified to the DPIF call centre on 13 25 23 immediately.

LBB inspects spoil placement areas on a monthly basis to determine whether fire ants are present.

7.2 RNA Fig Trees

In tunnelling below the RNA Showgrounds there is a need to preserve the existing mature fig trees on the RNA’s property. Prior to the commencement of tunnelling, LBB will effect an assessment by a qualified arborist of the fig trees growing to determine their health and vigour and recommend management measures.

The result of this assessment will be the basis for managing the on-going health of the RNA fig trees and to minimise any adverse impacts from tunnel construction, including such measures as:

� water and fertilise the figs and nearby areas will be for up to 6 months prior to tunnel construction reaching the location of the trees to encourage root growth;

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� water the trees following tunnel excavation to allow roots to continue to grow and develop; and

� monitoring the trees for two growing seasons after tunnelling has passed the RNA to monitor the health of the trees and their response to groundwater drawdown.

The health and vigour of the trees shall be assessed throughout construction. Any required changes to the watering regime of the areas irrigation system shall be discussed with RNA representatives as construction proceeds.

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8. CULTURAL HERITAGE

Section 8.0 Cultural Heritage describes how cultural heritage impacts will be managed. The environmental objectives for cultural heritage are to prevent and manage disturbance to known and unknown areas and items of indigenous cultural heritage significance and to mitigate and manage potential impacts on places of non-indigenous cultural heritage significance. The associated performance criteria are:

� undertake all works in accordance with the provisions of the initial cultural heritage management plan and other plans prepared progressively by LBB;

� where harm to non-indigenous heritage values cannot be reasonably avoided undertake archival recording of cultural heritage values relying on advice provided by a qualified heritage consultant; and

� monitor and manage the effects of potential settlement on places of non-indigenous cultural heritage significance.

In addition to the statutes listed in the Introduction, work associated with cultural heritage is subject to the following specific regulations:

� DNRW Guidelines – The Discovery, Handling and Management of Human Remains under the Provisions of the Aboriginal Cultural Heritage Act 2003 and Torres Strait Islander Cultural Heritage Act 2003; and

� DRNW Guidelines – Reburial & Management Options.

8.1 Indigenous Heritage

All work will be carried out in accordance with the Aboriginal Cultural Heritage Act 2003. Aboriginal cultural heritage monitoring will be conducted in line with the Cultural Heritage Management Plan (“CHMP”) prepared by BCC in consultation with the Jagera and Turrbal people to manage the impact of construction on Indigenous cultural heritage and in accordance with the provisions of Part 6 the Aboriginal Cultural Heritage Act 2003. These CHMPs will govern the management of indigenous cultural heritage aspects related to construction of the NSBT.

During preparation of the EIS the Turrbal entered into a ‘Mutual Agreement’ with BCC to undertake a cultural heritage study of an area they identify as part of Meeann-jin Waar-rai, an area that includes the Brisbane River and other waterways and the suburbs of Toowong, Herston, Bowen Hills, Spring Hill and Woolloongabba. The terms of the Mutual Agreement and the Outcomes of the study are subject to confidentiality provisions.

The Jagera people used a consultative approach towards the protection and management of their cultural assets. In consultation with BCC the Jagera commissioned two investigations – an archaeological and an anthropological study to explore both known and unknown elements of cultural significance to the Jagera. The investigations and the results of the investigations are subject to confidentiality provisions.

The CHMPs prepared under the Aboriginal Cultural Heritage Act 2003 incorporate requirements for the monitoring of construction and other disturbance in the vicinity of the NSBT and cultural heritage induction programs for construction teams.

The potential for acknowledgment of an area's significance through the erection of signage or public art will be considered.

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8.2 Non-Indigenous Heritage

The suburbs through which the construction corridor passes are part of the earliest development of Brisbane as a town, and then a city. As such, they provide examples from each of the eras of growth, construction and expansion of Brisbane. The historical context demonstrates the range of activities, projects, industries, residential developments, and events that have shaped these suburbs.

Heritage listed properties on both the State heritage register under the Queensland Heritage Act 1993 and BCC’s heritage register under the City Plan are located within the 200m zone along the tunnel route. These properties are listed in Appendix 11. Potential impacts on heritage places may arise from the following:

� vibration: blasting, tunnelling, compaction;

� settlement: groundwater drawdown induced and potential for subsidence following tunnelling; and

� groundwater drawdown: tunnelling.

The management of heritage properties in relation to vibration is fully addressed in Section 6.8.

Two places of heritage significance are physically impacted by construction activities associated with the NSBT. These are:

Place Significance Location Impact

Bengal Curry House Local 15 Ipswich Road Woolloongabba

Total removal or demolition due to tunnel alignment

Rosemount Hospital State 189 Lutwyche Rd Windsor

Minor loss of retaining wall due to road widening

Development on heritage places registered under the Queensland Heritage Act 1992 requires approval under the Integrated Planning Act 1997. Construction works on these properties will be subject to specific approval requirements imposed in accordance with the above legislation.

Riddel Architecture has been engaged to advise on the management of unexpected cultural heritage finds and archival recording of heritage items.

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9. URBAN DESIGN

Section 9.0 Urban Design describes how impacts on the built and social environment associated with the construction of the NSBT will be managed. BCC has prepared the Urban Regeneration Plan included at Appendix 12. BCC as the proponent is responsible for addressing conditions 4 (Urban Regeneration) and 12 (Urban Design) of schedule 3 of the COG’s Report dealing with the location, nature and extent of urban regeneration works to be undertaken as part of the NSBT.

The objective of the Urban Regeneration Plan is to present a high quality urban environment and reduce the visual impact of the finished product which is visible above ground level and to re-establish and improve pedestrian and cycle networks within the NSBT area and utilise opportunities to redevelop extensive areas of vacant land following NSBT construction. The associated performance criteria are:

� provide a safe transition between the surface road and tunnel and reduce the visual impact of structures as viewed from surrounding areas;

� retain the urban character of the local area; and

� ensure safe pedestrian and cycle connectivity across and along the road corridor.

The Urban Regeneration Plan incorporates a range of mitigation measures proposed in relation to design, landscaping and streetscape themes, design and treatment of the works, rehabilitation of worksites and maintenance/improvement of connectivity. The Urban Regeneration Plan will promote a high quality urban design outcome for surface works, a sense of place conducive to further and on-going redevelopment in the locality, connectivity to public transport facilities, connectivity for pedestrians and cyclists, and integration with Council’s urban regeneration plans and programs.

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10. WASTE MANAGEMENT

Section 10.0 Waste Management serves as the Construction Waste Management Plan in accordance with condition 11 of schedule 3 of the COG’s Report. The environmental objective for construction waste management is to minimise and manage the potential for any adverse impacts from waste generated by construction for which the performance criteria are:

� take all reasonable and practicable measures to reduce waste generated on the construction worksites by implementing waste management principles (Reduce, Re-use, Recycle) and best practice disposal strategies;

� dispose of waste at licensed disposal locations and by licensed contractors; and

� take all reasonable and practicable steps to minimise the impacts of handling and disposal of construction waste.

There are several forms of waste which may be produced from the NSBT construction worksites including construction and demolition waste (inert waste), regulated waste and liquid waste. There may also be a requirement to remove wastes in the event of an emergency, including spills, waste waters, etc. Waste management on the worksite will follow the basic principles of the “Waste Management Hierarchy”:

1. waste avoidance;

2. waste re-use;

3. waste recycling; and

4. waste disposal.

This Construction Waste Management Plan therefore relies on maximising reuse or recycling of construction generated materials and any other materials are then disposed at a licensed facility and using only licensed contractors to transport regulated wastes and contaminated soils or other materials for disposal at licensed facilities. Specifically, the Construction Waste Management Plan addresses:

� handling and disposal requirements for general construction and demolition waste;

� handling and disposal of regulated waste, as defined in the Environmental Protection (Waste Management) Regulation 2000 and Environmental Protection Regulation 1998 legislation and other Brisbane City Council requirements;

� handling and disposal of liquid wastes including Water Treatment Plant sludges and other regulated liquid wastes;

� emergency waste removal and disposal; and

� handling of inert fill and tunnel spoil.

This covers the spectrum of reduce, recycle, re-use including the application to excavated materials, lubricants and machine parts. The handling and disposal of contaminated spoil is covered in section 2.4 Contaminated Land.

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Site works and surface truck movements (for transport of waste material) will be limited to daylight hours, Monday to Saturday and ensure the movement of hazardous materials and regulated wastes occurs at non-peak times to minimise the possibility of traffic conflicts and associated risks. Licensed contractors are utilised to manage the disposal of all waste from site. Subcontract companies working on the site are required to maximise recycling of waste, provide information on volumes of waste generated and recycled waste. Waste contractors will be regularly audited as part of the subcontractor audit schedule to ensure that waste management is in line with this Waste Management Plan and waste tracking forms are completed for all hazardous waste in line with EPA requirements.

A key aspect of this Construction Waste Management Plan is the use of segregated bins at all worksites to collect recyclable materials. If space confines prevent waste segregation on site, the waste contractor is to provide a waste segregation service ex-situ.

10.1 General Construction and Demolition Waste

The construction and demolition waste encountered on the worksite may include concrete, asphalt, timber (formwork, etc), steel, bricks, pavers, plastic (conduits, packaging, etc) and other general site rubbish. C&D waste can only be transported to an EPA licensed facility or to a facility covered by the appropriate development approval. The Waste Management Hierarchy will be instituted in the following manner:

� order materials in bulk to reduce the overall waste packaging;

� waste concrete left over after pours can be reused on site to stabilise accesses and cover laydown areas;

� excavated waste concrete and milled asphalt can be reused on site to stabilise accesses and laydown areas;

� waste material that cannot be reused on site should be placed into designated skip bins. Waste can either be segregated on the worksite or at an EPA licensed Waste Management Facility;

� excavated waste asphalt and concrete to be sent to a reuse facility; and

� waste steel to be sent to steel recycling facility.

10.2 Regulated Waste

Regulated and “trackable” waste may be encountered on the worksite in the form of acidic solutions, asbestos, basic solutions, filter cake, oil and water mixtures and other emulsions/hydrocarbons, tyres and paint/laquers/varnish. Regulated and “trackable” waste can only be removed from site by an EPA licensed waste transporter for regulated waste. LBB is to be provided with a docket containing details of the regulated waste.

Prior to the waste being removed from the worksite the waste transporter must provide LBB with the EPA license details.

Temporary storage of the regulated waste on the worksite will be specific for that particular waste. For instance, waste acid and alkali solutions will be kept in bunded areas. Waste oils and lubricants will be kept in drums in bunded areas. Waste tyres can be stockpiled or placed in a skip bin for pick up. Asbestos is to be handled and removed only be an EPA licensed Asbestos waste removalist and disposed of immediately from the worksite to an EPA licensed waste disposal facility. If the regulated substance is in a soil matrix, it can be stockpiled in a bunded area or on a flat or lowered surface on plastic, covered with a layer of plastic and surrounded with sandbags. The stockpile should be placed away from any stormwater drains and preferably in a roofed location.

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10.3 Liquid Waste

Liquid wastes may be encountered on the worksite generally from the Water Treatment Plant, including sludge material and waste chemicals in bunded areas. Liquid wastes may also be encountered after emergency situations, e.g. spills from a vehicle accident on site, sewerage pipe burst, etc. The management of liquid wastes is as follows:

� cover bunded areas to prevent the ingress of rainwater. This will reduce the overall amount of liquid waste requiring removal;

� liquid waste to be removed from site using an EPA licensed liquid waste transporter. The following information is to be provided to the transporter (the transporter to have a trackable docket system in place.) LBBJV to obtain a copy of a docket containing details of the liquid waste, which will be recorded in a register on Incite; and

� waste oil and lubricants to be collected by EPA licensed waste contractor and recycled where possible.

10.4 Emergency Waste Removal

An EPA licensed waste contractor is to remain on call for 24 hour emergency service during the duration of the project to remove waste in the event of an emergency. The relevant authority is to be notified if the incident is likely to cause or have the potential to cause environmental harm. All Environmental Incidents to be recorded internally for future reference.

10.5 Clean Material Reuse

Materials excavated from the works are reused where possible in construction as fill material. Reuse options for clean earthen fill and tunnel spoil are:

� engineered fill for road-base (if applicable geological soil characteristics are present)

� backfill for retaining walls, embankments, cut and cover works, bridge abutments, RSS walls.

� temporary reuse in piling platforms, benching for batters, etc.

� noise mounds in lieu of noise walls.

Stockpiling of material for reuse will be considered, especially for cut and cover works and cut and fill works. Stockpiles left in place for longer than two weeks will be stabilised either through hydromulching, slurry sealing or covering with a geotextile or plastic. Monitoring of the stockpile for dust will take place and further stabilisation applied if required.

Clean earthen fill and tunnel spoil transported offsite is to be reused where possible ex-situ. The spoil haulage company is to nominate destinations that prioritise spoil reuse rather than disposal. If the spoil cannot be reused due to poor quality, then reuse as a capping material at landfill sites will be investigated.

Waste water from the water treatment plant facilities and sedimentation ponds/tanks on site will be reused for dust suppression and vehicle wash down as a priority over discharging the water to stormwater or creek.

LBB will train all employees in the Construction Waste Management Plan and recycling opportunities and will encourage employees to avoid and reduce waste wherever possible.

In circumstances where waste material is inadvertently released to the environment, the incident must be reported immediately to the relevant authorities and such corrective or remedial action as required to render the area safe and to avoid environmental harm must be taken immediately.

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Construction waste management will also be carried out in accordance with the Environmental Protection (Waste Management) Policy 2000, Environmental Protection (Waste Management) Regulation 2000 and Environmental Protection Policy 1998.

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11. RISK MANAGEMENT

Section 11.0 Risk Management represents the Hazard and Risk Management Plan in accordance with condition 10 of schedule 3 of the COG’s Report. The environmental objective for risk management is to avoid or mitigate and manage the potential risk for hazardous events which may arise during construction and endeavours to satisfy the following performance criteria:

� maintain a safe environment for construction workers by taking all reasonable and practicable measures to minimise potential hazards and risks for construction workers; and

� take all reasonable and practicable measures to minimise potential hazards and risks for communities near the worksites.

The principal criteria to manage incidents is firstly effective planning aimed at preventing all foreseeable occurrences and second, adequate preparation to ensure that the response to all emergencies is conducted in a safe, calm, prompt and professional manner.

A fundamental aspect in LBB’s training program is to ensure that all staff receive adequate and suitable training on how to prevent, prepare for, and respond to an emergency event.

This Hazard and Risk Management Plan incorporates LBB’s incident response plan which describes how LBB responds in an emergency situation if, despite taking all the precautionary measures described in the hazards and risk management plan, one of the identified (or an unidentified) hazard comes to fruition.

The two referenced plans have been coalesced in this Section 11.0 as ONE plan for the purpose of this EMP because they are so closely interrelated. This Plan therefore addresses how hazards are identified, what measures are put in place to reduce the likelihood of occurrence and what happens in the event that one of the risks is realised.

LBB has implemented this Plan in consultation with the Queensland Fire and Rescue Service (“QFRS”) as the relevant emergency services organization to address risk minimisation and incident management during construction. The Plan is founded in AS4360:2004 Risk Management and has regard to the potential risks associated with tunnel construction plus a number of other high risk activities.

LBB’s overarching emergency response plan is incorporated into each of its construction safety plans prepared in accordance with the Workplace Health and Safety Act 1995 for each of its six (6) separate sites. The strategic actions described in this Plan are documented in the construction safety plans supplemented by specific internal procedures prepared by LBB and issued internally to its relevant team members. These construction safety plans are held on site and constitute LBB’s response in the event that a substantive unplanned unforeseen adverse event or incident occurs as a result of:

� serious accident involving a member of the workforce;

� traffic accident including those associated with construction traffic; and

� environmental pollution arising out of fire, chemical hazard, dangerous goods et al.

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This Plan addresses these matters under the following headings:

� general emergency response;

� workplace incident;

� traffic accident;

� environmental hazard; and

� training.

11.1 Emergency Response

The nature of the event which causes this highest level RED ALERT type of response will be one of:

� tunnel collapse or flood;

� crane or major structure collapse;

� life threatening injury of any sort;

� major fire;

� release of harmful substance; and

� explosion (e.g. ruptured gas main).

LBB personnel will respond to an emergency situation as prescribed in the construction safety plans. The processes in each are identical except for the mustering locations which are specific to each site. The Construction Safety Plan North Roadworks is included in Appendix 13 as an example of the emergency procedures. A key element in this Plan is to ensure at all times on every worksite that access is available for emergency services vehicles to get from the road network to each of the construction worksites and then to move freely on the worksite to get to the accident scene at any of:

� O’Connell Terrace;

� Shafston Avenue;

� Roadheader Tunnels;

� TBM Tunnels;

� SE Freeway Works; and

� Eagle Farm Factory.

Those emergency response actions which are common in any emergency irrespective of the type of event, may generally be summarised as below:

� stabilise area;

� secure safety of and account for all personnel;

� contact emergency services (000);

� initiate first aid;

� implement effective control and communication;

� prevent access to incident area by unauthorised persons; and

� liaise with emergency services and escort to incident location.

It is essential that the most senior LBB person at the scene take control to effect clear communications to all staff in the environs of the particular emergency event.

In the event of a major traffic accident on a public road the police service will quickly take charge and if necessary LBB will arrange for short term traffic control

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to ensure no further damage is caused and will arrange for its standby towing service to be available. In the event of a major environmental pollution incident it is important to ensure safety of all persons including the public and that the incident is contained by LBB personnel as quickly as possible provided no danger is involved in handling any released substances.

Emergency services will take control of the situation in most cases and all personnel must obey their instructions. LBB will implement its communication protocol to inform all persons of what is happening and where to go while the worksite is returned to its normal condition.

11.2 Workplace Incident

To manage the risks associated with the NSBT LBB has implemented a range of measures designed to protect the workforce engaged on construction of the NSBT against any of the following big risks which have potentially catastrophic consequences:

� flood inundation in the tunnel;

� tunnel collapse;

� HP gas main explosion; and

� maintenance of essential urban services such as water and power.

Measures taken to guard against flooding of the tunnel by inundation from water entering from the portals during construction include ensuring the tunnel ramps provide suitable immunity against flood inundation. Flooding from entry of water through geological features encountered during tunnelling operations is avoided by probe drilling ahead of tunnelling operations, and grouting waterborne features as required. Notwithstanding this process, the TBM operations will have a 100 litres/sec pumping capacity installed on each TBM, and an additional 100 litres/sec portable pumping unit available to be used as required. Emergency pumping capacity will also be available at all roadheader tunnelling operations.

Measures taken against tunnel collapse comprise an extensive geotechnical investigation of the route to procure the best available knowledge of the conditions which will be encountered once underground excavation commences. LBB has engaged Golder as its specialised expert to perform this work. For tunnel excavation using a TBM, a tunnelling system has been adopted that utilises a shielded TBM and incorporates the erection of the permanent structural lining within this shield. As such, all work is carried out within protection that is designed to withstand the rock loads and hydrostatic pressure that may be experienced. In areas where TBMs are not used, all tunnel operations are designed to unsure that no-one is required to work under unsupported tunnel sections. This is carried out using mechanical bolting equipment that installs the ground support and is operated remotely by the tunnel crew that remains under previously supported tunnel sections.

LBB has agreed protocols with the owners of all essential services to ensure that those services are maintained during construction. A large number of adjustments are required to clear the works however all such adjustments are controlled by the owner who applies the overriding imperative that any shutdowns will be avoided if at all possible and if not will be of extremely short duration. Blasting protocols have been agreed so that no damage is caused to services. In the event of any operational gas main being ruptured causing release of gas to the environment the 000 call will initiate advice to the emergency response centres operated by the various gas suppliers.

In the event of a serious injury to a person or persons in the workplace, the first critical action is to stabilise the area and person(s) to prevent further damage, procure first aid treatment and then call Emergency Services on 000. In the

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event of a fatality, the Police will take control of the accident area. The supervisor in charge of the area must ensure that clear access is available for emergency service vehicles to reach the scene of the accident to treat and to remove the persons for ongoing treatment.

The supervisor, once satisfied the situation is stable, must then notify in turn and as available his direct manager, the Construction Director and the Safety Manager who will notify Workplace Health & Safety at the earliest opportunity.

11.3 Traffic Accident

This refers to the risk of a serious traffic accident either involving multiple vehicles and causing major congestion or involving serious harm to person on or adjacent to roads on which LBB is performing construction work or as a result of public traffic mixing with construction traffic, including haulage trucks. This subsection 11.3 describes those specific measures to mitigate the risk and how access is provided for emergency vehicles to the road network and to construction sites. Those major traffic accidents will generally be as a result of one of these root causes:

� driver startle or gaze effect;

� driver error (construction vehicle or public);

� driver ignoring traffic control;

� inadequate or inappropriate traffic control;

� construction vehicle operated inappropriately or appearing unexpectedly during egress from works; and

� breakdown of motorist causing a delay or danger to traffic where works involve a previously existing road shoulder.

The effect resulting from the above actions can be any of:

� collision of public vehicles, pedestrian or cyclist with construction vehicle, plant or object;

� vehicle strikes worker on road works; and

� construction work causes delay to emergency vehicles on the adjacent road network.

LBB mitigates the risk of these events occurring first of all by not implementing any traffic changes without procuring approval from QDMR and BCC to the change and the proposed traffic control measures. LBB then duly implements the approved traffic control design and provides surveillance audits of its effectiveness by its dedicated team of traffic professionals.

Public driver distraction or startle effect is managed by erecting cloth screens around worksites which might otherwise draw the attention of drivers and during blasting traffic nearby is stopped for a few minutes while the blast takes place.

A comprehensive education programme is put in place for drivers of construction vehicles which interact with public traffic so that these drivers strictly observe good driving practice and respect vehicles operated by members of the public which are usually a lot smaller and lighter.

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Incidents associated with construction traffic will be managed in accordance with the emergency response procedures described in subsection 11.1 of this Plan as a serious major incident plus the following additional measures specific to traffic:

� report to BMTMC & Brisbane Transport, and Translink as relevant;

� record details of accident/incident, including clearly photographing treatments;

� check that all relevant procedures and treatments were implemented as directed at time of accident/incident;

� report details of accident/incident, with photographs, as soon as possible after the event and within 2 business days to BCC or DMR as appropriate; and

� review procedures and treatments where appropriate and feasible to limit potential reoccurrence.

Once the scene has been stabilised or is under the control of Police or other Authority, LBB will assist in the cleanup on request.

It is of critical importance that construction work of any nature does not impede the flow of emergency vehicles on the road network. LBB will implement the following actions if such an event or delay occurs:

� inspect immediately to determine extent of congestion;

� record details and length of delay (i.e. queue length, time);

� update BMTMC, Brisbane Transport and Translink as necessary and notify public through established channels;

� identify and implement a solution to clear congestion;

� if necessary, stop works and remove all obstructions;

� review CTCP, work method and need for occupancy;

� monitor for further reoccurrence; and

� provide report to BMTMC & BCC Traffic Representatives.

In the recovery phase LBB will report the accident to DMR or BCC and provide a report outlining all information compiled during the investigation, supported by photographs of the incident site (including the location of all safety devices), as soon as possible after the event. Under the review process, procedures will be modified where appropriate to minimise recurrence of similar accidents. Incidents/accidents and near miss events will be reported and recorded on the relevant forms and investigated and analysed to identify the essential factors. An incident form will be completed for all incidents and recorded onto the incident register.

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11.4 Environmental Hazard

This refers to a serious environmental event which potentially causes major environmental pollution or causes harm to members of the workforce or members of the public probably best defined as an environmental incident that poses a serious risk to human health and/or the environment and could significantly impact construction activities. This incident would require the involvement of one or more of the emergency services(s). The most likely type of event which could cause damage to humans or a major pollution hazard will be one of:

� spill hazardous materials into a drainage system or waterway being any substance that has the potential to harm the environment or the health and safety of personnel and the wider community.

� major fire event caused by release of flammable materials;

� hazardous materials spill.

� fire and chemical hazard; and

� transport, use and storage of dangerous goods (any substance or article prescribed as dangerous under the Safety Management Act 2001) on the construction sites.

This subsection 11.4 describes the measures taken to prevent a major pollution event. Transport, storage and use onsite of hazardous materials and goods inclusive of means to cleanup in the unlikely event of an accidental spill and includes:

� chemicals used for construction;

� fuel; and

� explosives.

The transport, handling and use of these hazardous materials are subject to the following dangerous goods standards and guidelines:

� AS 1216 Classification, Hazard identification and Information Systems for Dangerous Goods;

� AS 1678 Emergency Procedure Guides - Transport;

� AS 1940 Storage and Handling of Flammable and Combustible Liquids;

� AS 2508.2 Safe Storage and Handling Information Cards for Liquefied Petroleum Gas

� AS 3780 Storage and Handling of Corrosive Substances;

� AS 2809 Road Tank Vehicles for Dangerous Goods;

� AS 2931 Selection and Use of Emergency Procedure Guides for Transport of Dangerous Goods; and

� AS 2187 Explosives - Storage, Transport and Use.

To control this risk, LBB has rigorously implemented a number of strategies/procedures to control the use of hazardous materials. A Hazardous Materials Register is established which provides details on:

� storage location;

� storage requirements;

� proper usage;

� handling information; and

� disposal procedures.

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All hazardous chemicals are stored and used in line with relevant Australian Standards. Weekly site inspections and site audits are used to ensure compliance and that spill response and containment equipment is kept on the worksite in close proximity to storage and handling areas and to ensure spills and leaks are cleaned up and remediated.

Refuelling and maintenance activities are performed in designated bunded areas. To minimise the potential for soil and water contamination to result from these activities appropriate spill response plans will also be prepared to ensure the applicable guidelines are adopted for storage requirements including the adequacy and need for bunding around stores.

Measures taken to guard against accidental rupture and/or explosion of HP gas main are described in the emergency response protocols. Other less serious forms of incidents which may flow from utility services include any operational sewer or water pipe being damaged, or ruptured causing a release into the environment in which case the owner of the asset is notified.

If fire is caused by hazardous or highly flammable materials the emergency response protocols in subsection 11.1 will prevail with the overarching control of the scene by QFRS and control the fire spread and contain the hazardous substance.

11.5 Training

This refers to the process of informing and reinforming over time all personnel in this matter of emergency response and also of what must be done in the recovery phase to get the job back to its pre-event operating regime.

The primary training tool is to prominently display the construction safety plans at each worksite and in each crib facility so that every person working on the NSBT can get familiar with the process. This will be reinforced upfront at our inductions which every person must attend.

Key staff will then be trained more specifically how to respond to emergency events and to take control.

Two such persons are nominated below for each worksite to cater for absence, non availability et al.

This training program will ensure all staff know their specific role and responsibility.

Specific training material includes:

� ongoing toolbox meetings to discuss the specific risks and hazards associated with upcoming work;

� prominent display on site of the register and information on hazardous material (MSDS sheet);

� familiarisation with all the components of the Spill Kit and their operating requirements; and

� familiarisation with the appropriate storage and handling of hazardous materials.

All of the above will be supplemented by training drills from time to time to ensure familiarity with equipment and process. Combined safety and environmental field exercises will be carried out. This training shall be implemented by the safety and environmental co-ordinators. Exercises will involve responding to a simulated situation within the work site or compound and will be coordinated through the Construction Director.

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Post exercise debriefing sessions would be conducted to assess the exercise against objectives. Debriefs would assist and identify improvements to the plan, procedures and training.

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12. CONSULTATION

Section 12.0 Consultation addresses the requirements of conditions 1 and 2 of schedule 3 of the COG’s Reports relating to consultation and engagement with the public and which addresses all of the following matters:

� formation of Community Liaison Groups (“CLGs”);

� establish community information services including website information availability;

� early engagement with and notification to owners of properties potentially affected by construction; and

� complaints process including special procedures such as face to face meetings and ongoing communications.

12.1 Community Liaison Groups

LBB has established for the term of construction two CLGs basically on representing the Bowen Hills area and one representing the Woolloongabba/Shafston Avenue area in accordance with condition 1(a)(i) of schedule 3 of the COG’s Report. The purpose of each CLG is to:

� review and provide comment on this Construction EMP;

� receive construction progress updates and provide advice on any community impacts;

� review monitoring data relating to environmental qualities and standards;

� provide a point of contact for community members;

� provide advice on consultation and communication strategies;

� review LBB’s complaints register and responses to community complaints; and

� provide feedback on community concerns with regards to construction.

12.2 Public Communication

LBB’s Community Relations team has implemented a wide reaching program of engagement activities and a comprehensive community information program to ensure residents, businesses, community groups and motorists are aware of LBB’s activities and potential impacts in accordance with condition 1 and 2(c)(v) of schedule 3 of the COG’s Report.

Consultation includes:

� provision of comprehensive, timely information in communications with people experiencing direct property impacts;

� provision of updates notifying residents of construction progress, changes to schedules, upcoming activities and measures that will reduce the experience of impacts;

� construction and tunnelling progress updates to affected sections of corridor;

� communication about changes to local access patterns, road safety and temporary access disruptions during construction;

� environmental management monitoring information;

� maintenance of a staffed 24 hour contact line;

� maintenance of a complaints register;

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� provision of a NSBT website including contact details;

� identify and include medical facilities, childcare centres, and school properties in this vicinity in building condition reporting, and in community education during construction; and

� local and broader communities are notified in advance of construction activities, temporary arrangements, traffic management arrangements and any special construction activities of short duration.

LBB has implemented well in advance of construction a wide range of means of communicating with the public including:

� toll free 24/7 telephone service;

� newsletters monthly and quarterly;

� visitors centre;

� information sessions;

� open days; and

� website.

The table below summarises when these are used and how communication is effected.

Activity Trigger When

Community notifications Any construction activity that has the potential to impact or interrupt the normal day-to-day activities of the local or broader community.

All potentially affected local community members will be notified by letterbox drop three days prior to the activity.

Flyers that have been distributed in relation to the start of construction works are attached at the end of this document.

Personal consultations Ongoing one-on-one meetings with business owner or resident who are in close proximity and/or adversely affected by construction activities.

As much as possible but at least three days prior to the construction activity.

Ad hoc basis to discuss forthcoming activities and\or details and issues arising from the activity

Stakeholder briefings and information sessions

Prior to construction activities with the potential to impact specific individuals or sections of the community

Ad hoc – i.e. following site establishment or prior to out of hours works etc

Progress updates General area updates on progress and program.

Every month

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Activity Trigger When

General notification of forthcoming construction activities across the entire project.

Monthly basis in Courier Mail and selected Quest newspapers.

Newspaper adverts

Ad hoc advertisements to describe changes to the traffic network of more than three days in Duration.

Two weeks prior to traffic change.

Newsletter General project updates, progress, benefits, forthcoming activities, contact details.

Every three months – every other three months, a ‘citywide’ newsletter will be distributed to City ratepayers.

Website Website will be updated with all communications materials that are distributed and provide general project information. Visitors will be able to subscribe to receive further information.

Ad hoc.

Visitor Centre Display centre to provide local and wider community general information about the NSBT. Copies of all communication material will be housed in the centre.

Open during office hours.

Project information boards All construction hoardings must display project contact and information details.

Blasting boards Blasting boards will be placed in areas in close proximity to blasting activities.

Signage, (including where practicable electronic roadside signage)

Hoarding artwork Hoarding artwork will be developed as part of the School Program on nominated site hoardings

Brochures and fact sheets General project information throughout construction or to coincide with a particular event – i.e. condition surveys/vibration monitoring

Ad hoc

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This engagement strategy will be regularly reviewed and updated reflect most current knowledge and customer responses.

Contact details including the freecall 1800 22 36 37 number, website and community email address will be included on all written communication materials.

12.3 Early Consultation

LBB has initiated consultation with directly impacted property owners, tenants of directly affected properties and nearest neighbours to construction activities prior to commencement of impactive construction work.

Early consultation will be implemented in accordance with conditions 1(a)(iv) – (v) and 2(c)(v) of schedule 3 of the COG’s Report.

12.4 Complaints Process

LBB has implemented a formal complaint management system as an extension of the consultation process. This complaint management system fulfils the requirements of condition 1(a)(vi) and 2(c)(vii) of schedule 3 of the COG’s Report.

The complaint management system adopts a consultative and negotiated basis rather than an adversarial basis and provides a formal process for receiving and managing complaints about construction issues including:

� a protocol establishing the responsibility for receiving and addressing complaints;

� a protocol establishing the responsibility for receiving and addressing complaints, and the means to notifying the community of this protocol (eg publication of a complaints telephone service, website address for notices and other correspondence);

� identification of the complainant, the identify of the person who received the complaint, the manner in which the complaint was made, the time and date of the complaint and matter to which it relates;

� the process for investigation and response to the complaint, including feedback to the complainant and reporting to relevant authorities an investigation commences forthwith into the cause of the complaint and any actions reasonably required to address the complaint;

� a database for tracking complaints, issues, responses and corrective actions taken; and

� monthly reporting of complaints as part of an overall performance and compliance report prepared by the Contractor, issued to Council and posted on the NSBT website.

The complaint response procedures are set out in the following figures.

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Complaint Response Procedure – Office Hours

Complaint Response Procedure - Monday to Friday 8am to 6pm)

Telephone complaint

received Complaint received in person

Written complaint received

(Fax, letter, email)

Community Relations Team

answer phone on a rotational

basis

Investigate complaint with

relevant LBB personnel

Community Relations Team

informs CRM of complaint

and sends an

acknowledgement letter

(automated email response)

Privacy provisions relating to

the collection of personal

information provided to caller

CRM responds to complaint

or delegates to CRC

Caller asked if they require a

call back within two hours





Draft written response and

forward to CRM for review

and approval

Provide complainant with

verbal response

Provide complainant with

verbal response

CRM to forward to PD for

signature and mail out within

seven days of receipt

Ask complainant if they would

like a written

acknowledgement of the

complaint

Ask complainant if they would

like a written

acknowledgement of the

complaint

Log all information relating to

the complaint, including

response and complainant

satisfaction with the outcome




satisfaction with the outcome




satisfaction

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Complaint Response Procedure - After Hours

Close of business – 1800 number diverted to Community Relations

Mobile

Pre-programmed message fields all non-urgent enquiries

Complaint

Caller makes appropriate selection to be connected to the on-call Community

Relations Personnel

CRC ascertains nature of the call

Details of the complaint and complainant are registered and

complainant is asked if they would like a response within two hours or next

working day

CRC provides details of complaint to relevant night works supervisor

Night works supervisor investigates issue and provides a verbal response

to the CRC within two hours

CRC calls back complainant with response

CRC details the status and outcomes of the complaint into the database the

next working day

Yes

Non-tunnelling complaint

Yes

Caller asked to call back during working hours or

leave a message

No

Follow the After Hours Tunnelling Complaint

Procedure

Tunnelling complaint

CRC provides details of complaint to relevant night

works supervisor

Next working day

Night works supervisor investigates issue and

provides a shift report to CRC next working day

CRC calls back complainant next

working day with a response

CRC details the status and outcomes of the

complaint into the database the next

working day

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13. REVIEW

Section 13.0 Review refers to those other framework matters raised by the COG including:

� review and update this Construction EMP (condition 2(c)(vi) of schedule 3 of the COG’s Report);

� non-conformances arising out of this Construction EMP inclusive of corrective actions (condition 2(c)(viii) of schedule 3 of the COG’s Report); and

� reporting (condition 2(c)(ix) of schedule 3 of the COG’s Report).

13.1 Review

The Construction EMP is subject on on-going and periodic review by LBB to ensure that the environmental impacts of construction of the NSBT are appropriately managed. The Construction EMP will be updated as necessary to respond to:

� monitoring results, complaints and non-conformance;

� changes in environmental conditions or generally accepted environmental management practices;

� identification of new environmental risks; and

� legislative changes.

The Construction EMP may be updated at any time in response to the above. Relevant stakeholders will be consulted in relation to any proposed changes to the Construction EMP with amendments to be notified to stakeholders in accordance with schedule 4 of the COG’s Report.

LBB will also formally review the Construction EMP every six months to review its effectiveness over the previous period and to determine any need to update the Construction EMP. The six monthly reviews will consider the following matters:

� determine trends and recommend action to be taken to avoid recurrences of environmental incidents:

� risks either not previously identified or requiring some varied form of management;

� monitoring results;

� complaints received in the period;

� exceedances of the goals in the EMP;

� incident reports; and

� legislative changes.

Through these on-going and periodic mechanisms the performance of the Construction EMP will be kept under constant review. In addition, specific monitoring and review measures are incorporated into various sections of this Construction EMP to ensure specific issues are appropriately managed (eg. noise and vibration).

13.2 Non-Conformances

This subsection sets out LBB’s process for dealing with those circumstances where the thresholds / goals established in this Construction EMP during critical construction activities are exceeded including the process for reporting non-

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compliances, taking necessary corrective actions and identifying the accountable entity and timing for same. The various thresholds / goals whose nature is conducive to some occasional exceedances occurring are generally limited to:

� soil erosion;

� water quality;

� noise;

� vibration; and

� dust.

All non-conformances will be reviewed by LBB to ascertain the cause and significance of the non-conformance. Non-conformances will be used to review mitigation measures and undertake additional consultation with affected persons to develop appropriate strategies to manage non-conformance.

The predictive modelling undertaken as part of this Construction EMP has identified various instances where it is anticipated that despite the implementation of proposed mitigation measures non-conformances will occur. This is particularly so in relation to noise and vibration where exceedance of the goals set by the COG is predicted for particular properties.

Non-conformances will be recorded and reported by LBB with corrective action taken where required.

13.3 Reporting

LBB compiles the results of all monitoring for its own internal reporting purposes for long term storage and recording purposes. In addition, every six months a report is provided to the COG as required by condition 2(c)(ix) of schedule 3 of the COG’s Report.

Monthly reporting of noise and vibration monitoring results are made available to the public in accordance with condition 7(l) of the schedule 3 of the COG’s Report. The format for the monthly reporting is set out in Appendix 14. Each monthly report is published on the Project’s website at the end of the month following the reporting period.

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